Amateur-built Mielec M-18A accident near Elko, Nevada, August 23, 2005
On August 23, 2005 at about 9:12 pm local time, a amateur-built Mielec M-18A, registered N7077N, was substantially damaged in an accident near Elko, Nevada. It was a public-use flight (federal) under public-use (government) rules. 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to adequately plan for the wind direction and speed during a fire retardant delivery flight, which led to a loss of true airspeed, failure to attain a proper climb rate, and the in-flight collision with mountainous terrain. Contributing factors were the high, gusty, tailwind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 23, 2005 · about 9:12 pm local time
- Place
- Elko, Nevada · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Mielec M-18A
- Registration
- N7077N · no longer on the register · serial 1Z023-03
- Damage
- Substantial damage
- Flight
- Public-use flight (federal) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted terrain when it encountered tailwind and downdraft conditions during a fire retardant delivery flight over a ridgeline. According to the pilot, he flew the airplane over the drop site between 95 and 100 miles per hour (mph), about 60 feet above the terrain, and with 30 degrees of flaps extended. After dropping the retardant, he applied full power and retracted the flaps to 10 degrees with normal engine indications. The airplane would not climb without losing airspeed and the pilot realized he would not be able to clear the ridgeline in his flight path. He slowed the airplane as much as possible before the airplane collided with terrain. The weather observation at a nearby airport and reports from ground personnel close to the site indicated high and gusty wind conditions with velocities as high as 40 knots existed at the time of the accident, and would have resulted in a tailwind condition for the airplane as it made the retardant drop.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 13,460 hours in all; 550 in this make and model; 55 in the last 90 days; 22 in the last 30 days; 12,460 as pilot in command; 1,500 on instruments
- Last flight review: December 1, 2004
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: minor injuries
The aircraft
- Airframe total time: 4,410.1 hours
- Last inspection: annual inspection, May 1, 2005; 56.5 hours since
- Maximum gross weight: 11,700 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming T-53L7A (turboprop); 0 hours total
The flight
- Departed from: EKO Elko NV at 9:03 pm
- Destination: EKO Elko NV
Weather at the time
- Light: daylight
- Wind: from 260° at 19 knots, gusting 25
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 45°F (7°C)
- Altimeter: 30.04 inHg
- Observation at 9:56 pm from EKO, 12 miles away
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 N7077N 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.