Stinson 108-3 accident near St. Johns, Arizona, June 30, 2003
On June 30, 2003 at about 6:45 pm local time, a Stinson 108-3, registered N6216M, was substantially damaged in an accident near St. Johns, Arizona (St. Johns Industrial 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 gusting and shifting wind conditions, which resulted in a failure to maintain directional control and a ground loop. The gusting and shifting wind conditions were factors in the accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 30, 2003 · about 6:45 pm local time
- Place
- St. Johns, Arizona · St. Johns Industrial Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108-3 · all 108-3s on the register
- Registration
- N6216M · no longer on the register · serial 108-4216
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane ground looped during the landing roll out on runway 14. The pilot checked the automated surface observation system (ASOS) and noted it was an hour old. He then overflew the airport and checked the windsock. The windsock was indicating wind conditions 180 degrees different than the ASOS. The pilot then called on the Unicom and verified that the winds were blowing opposite the direction as indicated on the ASOS. The Unicom operator, who is also the airport manager, confirmed the pilot's observation, and the pilot landed the airplane. During the landing roll out, the wind shifted from a right quartering headwind to a right quartering tailwind that blew the airplane to the right. It ground looped, impacted a ditch, and bent the left wing approximately 3 feet inboard of the wing tip. The pilot did not report any mechanical malfunctions prior to the accident. The METAR reports for the St. Johns airport were reviewed. At 1154, the winds were from 260 degrees at 14 knots. For the 1254 observation, the winds were from 300 degrees at 7 knots, gusting to 15; the winds during the hour were noted to be variable from 230 to 030 degrees.
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
- Flight time: 475 hours in all; 400 in this make and model; 32 in the last 90 days; 23 in the last 30 days
- Last flight review: June 29, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Injury: no injuries
The aircraft
- Maximum gross weight: 2,400 lb
- Landing gear: fixed
- Engine: Continental IO-360H (piston); 0 hours total
The flight
- Departed from: LSV Las Vegas NM at 4:45 pm
- Destination: E24 Whiteriver AZ
- Flight plan: none
- Runway 14
Weather at the time
- Light: daylight
- Wind: from 250° at 12 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 32°F (0°C)
- Altimeter: 30.21 inHg
- Observation at 6:54 pm from SJN
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.
Other NTSB records under N6216M the same tail number, which may have belonged to a different aircraft at the time
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.