Ryan Navion accident near Mammoth Lakes, California, March 23, 2003
On March 23, 2003 at about 8:50 pm local time, a Ryan Navion, registered N5291K, was substantially damaged in an accident near Mammoth Lakes, California (Mammoth Yosemite 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 inadequate compensation for the wind conditions and failure to maintain directional control during the landing roll. A factor was the gusty crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 23, 2003 · about 8:50 pm local time
- Place
- Mammoth Lakes, California · Mammoth Yosemite · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Ryan Navion · all Navions on the register
- Registration
- N5291K · no longer on the register · serial NAV-4-2191B
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane veered off the runway during the landing roll and collided with terrain and high vegetation. At 1152, the airport's airport automated weather observation station (AWOS) was reporting winds at 200 degrees, 15 knots gusting to 25 knots. The pilot reported that the airport advisory conditions relayed to him over the CTAF were winds of 250 to 270 degrees, 15 knots gusting to 25 knots, and runway 27 was in use. The pilot also observed the airport windsock showing winds from the west/northwest. During the landing sequence, and after the landing gear contacted the runway, the pilot experienced a "substantial and unexpected gust of wind" from the southerly direction. The left wing raised and the airplane veered off the right side of the runway. The pilot applied rudder and aileron to compensate before deciding to attempt a go-around. The airplane continued to rise in level flight before he "experienced a sensation of downward force." The airplane came to rest in sagebrush approximately 210 feet north of the parallel taxi way.
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: 208 hours in all; 162 in this make and model; 18 in the last 90 days; 9 in the last 30 days; 154 as pilot in command
- Last flight review: May 17, 2001
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,250 hours
- Last inspection: annual inspection, December 2, 2002; 19.2 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming GO-480 (piston); 0 hours total
The flight
- Departed from: L06 Furnace Creek CA at 7:05 pm
- Destination: Q94 Rio Linda CA
- Flight plan: VFR
- Runway 27, 7,056 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 15 knots, gusting 25
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 23°F (-5°C)
- Altimeter: 30.06 inHg
- Observation at 7:52 pm from MMH
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.