Cessna 172N accident near Angels Camp, California, December 29, 2003
On December 29, 2003 at about 6:05 pm local time, a Cessna 172N, registered N461BD, was substantially damaged in an accident near Angels Camp, California. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the CFI's inadequate compensation for a crosswind condition, which resulted in the loss of directional control. The crosswind and wind gusts were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 29, 2003 · about 6:05 pm local time
- Place
- Angels Camp, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N461BD · no longer on the register · serial 70418
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with water during an aborted takeoff. The certified flight instructor (CFI) reported that the pilot undergoing instruction (PUI) was receiving training for his seaplane rating. After departure, they did a series of takeoffs and landings. The CFI contacted a local UNICOM and was advised that winds were at 14 knots gusting to 22. During the last landing into a confined area, they experienced a left crosswind. The PUI attempted to takeoff from the area, but the CFI aborted the takeoff as the airplane veered to the right. The weather conditions deteriorated and they decided to return to their original takeoff point. They sailed about 1/4 mile and it appeared they could takeoff into the wind. The CFI attempted the takeoff. After applying power the left wing came up; however, the airspeed was still below liftoff airspeed, and the airplane had not come up on the step. The CFI closed the throttle and the right float dug into the water. After the upset, the CFI and PUI climbed onto the wings and were later rescued. No mechanical malfunctions were noted.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 10,682 hours in all; 2,000 in this make and model; 110 in the last 90 days; 50 in the last 30 days
- Medical certificate: Class 2
Dual student
- Certificate: private
- Ratings: single-engine land
- Medical certificate: Unknown
The aircraft
- Landing gear: fixed
- Engine: Lycoming O 320-D2J (piston); 0 hours total
The flight
- Departed from: Spence Pond CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 140° at 13 knots
- Visibility: 2.5 statute miles
- Sky: overcast at 4,800 ft; ovct
- Temperature: 43°F (6°C), dew point 39°F (4°C)
- Altimeter: 29.94 inHg
- Observation at 6:09 pm from KSCK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.