Cessna 172 accident near Gilroy, California, December 22, 2005
On December 22, 2005 at about 4:46 am local time, a Cessna 172, registered N7383A, was destroyed in an accident near Gilroy, California. It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The non-instrument rated pilot's poor judgment to fly in dark night instrument conditions, which resulted in his spatial disorientation and loss of aircraft control while maneuvering. Contributing factors were the dark night light condition and the low ceiling.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 22, 2005 · about 4:46 am local time
- Place
- Gilroy, California · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 172 · all 172s on the register
- Registration
- N7383A · no longer on the register · serial 29483
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-instrument-rated private pilot lost control of the non-instrument-certificated airplane during a dark, night, cross-country flight, in instrument meteorological conditions (IMC). The pilot received a weather briefing, which indicated that visual flight rules (VFR) flight was not recommended due to low clouds and precipitation that were reducing visibilities along his route of flight. The pilot elected to depart on the cross-country flight despite the weather briefing, and despite the fact that the airplane was not equipped with an attitude indicator or a directional gyro. During the accident flight, the pilot reported having trouble finding his bearings and maintaining control of the airplane. The pilot received his private pilot certificate about one-month prior to the accident and accumulated about 120 total flight hours. According to his last flight instructor, they did not review go/no-go decision making or personal minimums. Post-accident examination of the wreckage revealed no anomalies that would have affected the controllability of 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: 120 hours in all
- Last flight review: November 1, 2005
- Medical certificate: Class 3
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 1,921 hours
- Last inspection: annual inspection, February 1, 2005
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: E16 San Martin CA at 4:35 am
- Destination: FCH Fresno CA
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 220° at 10 knots
- Visibility: 5 statute miles
- Sky: overcast at 200 ft
- Temperature: 61°F (16°C), dew point 59°F (15°C)
- Altimeter: 30.12 inHg
- Observation at 4:53 am from WVI, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.