Piper PA-34-200 accident near Big Bear City, California, February 27, 2000
On February 27, 2000 at about 7:45 pm local time, a Piper PA-34-200, registered N15202, was substantially damaged in an accident near Big Bear City, California (Big Bear City airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's selection of a final approach airspeed in variance with the manufacturer's recommendations, which was too slow for the gusty and variable crosswind conditions, which resulted in a stall/mush and a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 27, 2000 · about 7:45 pm local time
- Place
- Big Bear City, California · Big Bear City · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-34-200 · all PA-34-200s on the register
- Registration
- N15202 · no longer on the register · serial 34-7350034
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Approaching runway 26, the pilot was advised by airport personnel on the common traffic advisory frequency (CTAF) that the automated weather observing system (AWOS) indicated the wind was 13 knots with gusts to 28 knots. Also, its direction was variable from 170 to 230 degrees. The pilot reported that he slowed the airplane's approach speed to 90 knots and extended the flaps to the normal midrange position. About 30 feet above the runway he encountered a wind gust and lost control of the airplane. It impacted the runway, yawed sideways, and came to a stop with a collapsed landing gear and bent fuselage. The airplane's manufacturer suggests in its "Pilot's Operating Manual," that in crosswind or high-wind conditions, a higher than normal (90 knot) approach speed be used and the pilot should consider using no flaps.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 538 hours in all; 173 in this make and model; 31 in the last 90 days; 14 in the last 30 days; 448 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,608 hours
- Last inspection: annual inspection, November 15, 1999; 98 hours since
- Maximum gross weight: 4,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-360-C1E6 (piston); 0 hours total
The flight
- Departed from: CRQ Carlsbad CA at 6:45 pm
- Destination: L35
- Flight plan: IFR
- Runway 26, 5,850 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 13 knots, gusting 28
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 111°F (44°C), dew point 82°F (28°C)
- Altimeter: 29.00 inHg
- Observation at 8:00 pm from L35
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.