Cessna TR182 accident near Petaluma, California, December 10, 2000
On December 10, 2000 at about 3:27 am local time, a Cessna TR182, registered N739HB, was destroyed in an accident near Petaluma, California (Petaluma airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's improper IFR procedure, failure to maintain course alignment, and use of a nonapproved handheld GPS receiver for navigation during flight in actual instrument meteorological conditions. Factors contributing to the accident were the low clouds and the pilot's use of prescription drugs not approved for use by the FAA.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 10, 2000 · about 3:27 am local time
- Place
- Petaluma, California · Petaluma · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna TR182 · all TR182s on the register
- Registration
- N739HB · no longer on the register · serial R18200998
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After being cleared for a VOR/DME Runway 29 instrument approach in actual instrument meteorological conditions, the pilot failed to align the airplane onto the required 276-degree final approach course and descended beneath the 1,120-foot msl minimum descent altitude. The airplane impacted rising hilly terrain about 3.5 miles northeast of the airport at 1,020 feet msl, while tracking 291 degrees. Although the pilot had been cleared to perform a VOR/DME approach, an operating handheld GPS receiver (not approved for IFR navigation) was found in the airplane, and a GPS Runway 29 approach plate was found on the pilot's kneeboard. The GPS's final approach course was 290 degrees, and the airplane was tracking 291 degrees at the time of impact. Also, during the last 2 minutes of flight, the pilot had performed a stabilized descent from approximately 2,000 to 1,000 feet. The pilot was issued an instrument rating about 6 months before the accident. He had indicated to an acquaintance that he planned to practice instrument flying on the day of the crash. Toxicological tests on blood from the pilot detected a very high level of paroxetine (a prescription antidepressant) and an elevated level of mirtazapine (a prescription antidepressant with substantial sedative effects). The pilot did not indicate the use of these drugs on his last application for the medical certificate.
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: single-engine land; instrument: airplane
- Flight time: 975 hours in all; 519 in this make and model; 36 in the last 90 days; 17 in the last 30 days; 650 as pilot in command
- Last flight review: March 18, 2000
- Medical certificate: Class 3 (invalid medical for flight)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 1,709 hours
- Last inspection: annual inspection, November 17, 2000; 28 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-L3C5D (piston); 0 hours total
The flight
- Departed from: APC Napa CA at 3:16 am
- Destination: O69 Petaluma CA
- Flight plan: IFR
Weather at the time
- Light: night, dark
- Temperature: 52°F (11°C), dew point 52°F (11°C)
- Altimeter: 30.04 inHg
- Observation at 3:33 am from STS, 19 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.