Cessna 206H accident near Mammoth Lakes, California, January 22, 2002
On January 22, 2002, a Cessna 206H, registered N72635, was substantially damaged in an accident near Mammoth Lakes, California (Mammoth Yosemite airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate compensation for the gusty crosswind conditions, which resulted in a loss of aircraft control and nose over during landing roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 22, 2002
- Place
- Mammoth Lakes, California · Mammoth Yosemite · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 206H · all 206Hs on the register
- Registration
- N72635 · no longer on the register · serial 20608065
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted a snow bank and nosed over after the pilot lost control of the airplane during a landing roll in 45-knot gusty crosswind conditions. According to the pilot, he obtained numerous weather updates prior to departing and during the flight. All of the reports included notification of gusty wind conditions. The pilot obtained one more wind report prior to landing on runway 27, which informed him that the wind was from 210 degrees at 25 knots with gusts to 45 knots. The pilot continued with the landing and during the rollout, at 30 knots, a gust of wind lifted the left wing, blowing the airplane to the right into a snow bank. The pilot reported placing the control yoke in the full aft position (up elevator) after the original upset, when the airplane was encountering a tailwind condition. The airplane then hit the snow bank and nosed over. The airplane's Pilot Operating Handbook instructs pilots to put the elevator in a down position when encountering a tailwind condition. A review of the Airport/Facility Directory, Southwest U. S., revealed a caution to pilots regarding gusty wind conditions and wind shear.
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: 400 hours in all; 31 in this make and model; 63 in the last 90 days; 13 in the last 30 days; 371 as pilot in command
- Last flight review: October 5, 2001
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 720.2 hours
- Last inspection: annual inspection, November 12, 2001; 84.8 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540-AC1A5 (piston); 0 hours total
- Operator: Lenair Aviation
The flight
- Departed from: SNA Santa Ana CA at 10:15 pm
- Destination: MMH Mammoth Lakes CA
- Flight plan: none
- Runway 27, 7,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 26 knots, gusting 42
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 37°F (3°C), dew point 46°F (8°C)
- Altimeter: 29.89 inHg
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.