Stinson 108-2 accident near Susanville, California, May 31, 2004
On May 31, 2004 at about 5:45 pm local time, a Stinson 108-2, registered N9816K, was substantially damaged in an accident near Susanville, California (Spaulding Airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to perform a proper preflight inspection of the airplane and ensure that the oil cap was secured, which resulted in a descent into terrain due to his obstructed view out of the windshield.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 2004 · about 5:45 pm local time
- Place
- Susanville, California · Spaulding Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108-2 · all 108-2s on the register
- Registration
- N9816K · no longer on the register · serial 108-2816
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane descended into terrain shortly after takeoff while the pilot was attempting to return back to the airport. The airplane climbed to about 100 to 200 feet above ground level, and began a right turn back to the runway. The pilot made a radio transmission stating that he was returning to the airport, because he had mistakenly left the oil filler cap off of the engine, which was resulting in the windshield becoming obstructed with a layer of oil. The airplane descended into terrain about 300 yards south of the departure end of the runway at a wings level, 20-degree nose down attitude. First responders to the accident noted that the airplane's windshield was coated in a layer of oil. The pilot thought that the accident could have been prevented if he had remembered to replace the oil cap on the engine while performing his preflight inspection. He reported no preimpact mechanical malfunctions or failures with the airplane.
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: 700 hours in all; 600 in this make and model; 660 as pilot in command
- Last flight review: August 17, 2002
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,070 hours
- Last inspection: annual inspection, April 1, 2004; 100 hours since
- Maximum gross weight: 2,230 lb
- Seats: 4
- Landing gear: fixed
- Engine: Franklin 6A4-165-B3 (piston); 0 hours total
The flight
- Departed from: 1Q2 Susanville CA at 5:40 pm
- Destination: FCH Fresno CA
- Flight plan: none
- Runway 16, 4,600 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 080° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 37°F (3°C)
- Altimeter: 30.09 inHg
- Observation at 5:40 pm from SVE, 19 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.