Cessna 150 and Piper PA24-250 accident near Mariposa, California, September 22, 1983
On September 22, 1983 at about 4:15 pm local time, 2 aircraft, Cessna 150 (N3382V) and Piper PA24-250 (N7187P), were involved in the same accident near Mariposa, California (Mariposa-Yosemite airport). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 22, 1983 · about 4:15 pm local time
- Place
- Mariposa, California · Mariposa-Yosemite · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 150 · all 150s on the register
- Registration
- N3382V · no longer on the register · serial 15076483
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA24-250 · all PA24-250s on the register
- Registration
- N7187P · no longer on the register · serial 24-2357
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 150 final · quoted from the NTSB record
THE PLT OF A CESSNA 150, N3382V, NOTED THAT THE WIND WAS CALM, SO HE ELECTED TO ENTER TRAFFIC FOR RWY 8 TO PRACTICE LANDINGS. HE SAID HE USED THE UNICOM FREQ TO ANNOUNCE ENTERING TRAFFIC FROM A 45 DEG ENTRY AS WELL AS ADVISING OF HIS POSITION IN THE PATTERN. HE MADE A TOUCH-&-GO LANDING & REMAINED IN THE PATTERN. AT ABOUT THAT SAME TIME, THE PLT OF A PIPER PA-24, N7187P, WAS ON ARRIVAL & MADE A STRAIGHT-IN APCH TO RWY 26. HE REPORTED THAT HIS ACFT HAD INTERMITTENT RADIO PROBLEMS. HE TRIED TO CONTACT THE UNICOM OPERATOR & WHEN HE GOT NO RESPONSE, CONTINUED THE APCH. THE ACFT LANDED ON OPPOSITE ENDS OF THE RWY AT ABOUT THE SAME TIME. THE PA-24 PLT SAW THE CESSNA & BEGAN A GO-AROUND. HE LIFTED OFF & TURNED RIGHT, BUT WAS UNABLE TO REMAIN AIRBORNE. THE ACFT SETTLED IN GRASS & WAS HEADED TOWARD WORKERS ON THE GROUND, SO THE PLT TURNED BACK TOWARD THE RWY. SUBSEQUENTLY, THE ACFT COLLIDED ON THE RWY. THE CESSNA PLT WAS IN THE PROCESS OF RAISING HIS FLAPS WHEN IMPACT OCCURRED & DID NOT SEE THE OTHER ACFT. AIM RCMDS DOWNWIND TRAFFIC ENTRY.
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 NTSB's narrative for the Piper PA24-250 final · quoted from the NTSB record
THE PLT OF A CESSNA 150, N3382V, NOTED THAT THE WIND WAS CALM, SO HE ELECTED TO ENTER TRAFFIC FOR RWY 8 TO PRACTICE LANDINGS. HE SAID HE USED THE UNICOM FREQ TO ANNOUNCE ENTERING TRAFFIC FROM A 45 DEG ENTRY AS WELL AS ADVISING OF HIS POSITION IN THE PATTERN. HE MADE A TOUCH-&-GO LANDING & REMAINED IN THE PATTERN. AT ABOUT THAT SAME TIME, THE PLT OF A PIPER PA-24, N7187P, WAS ON ARRIVAL & MADE A STRAIGHT-IN APCH TO RWY 26. HE REPORTED THAT HIS ACFT HAD INTERMITTENT RADIO PROBLEMS. HE TRIED TO CONTACT THE UNICOM OPERATOR & WHEN HE GOT NO RESPONSE, CONTINUED THE APCH. THE ACFT LANDED ON OPPOSITE ENDS OF THE RWY AT ABOUT THE SAME TIME. THE PA-24 PLT SAW THE CESSNA & BEGAN A GO-AROUND. HE LIFTED OFF & TURNED RIGHT, BUT WAS UNABLE TO REMAIN AIRBORNE. THE ACFT SETTLED IN GRASS & WAS HEADED TOWARD WORKERS ON THE GROUND, SO THE PLT TURNED BACK TOWARD THE RWY. SUBSEQUENTLY, THE ACFT COLLIDED ON THE RWY. THE CESSNA PLT WAS IN THE PROCESS OF RAISING HIS FLAPS WHEN IMPACT OCCURRED & DID NOT SEE THE OTHER ACFT. AIM RCMDS DOWNWIND TRAFFIC ENTRY.
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 for the Cessna 150 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 139 hours in all; 127 in this make and model; 11 in the last 90 days; 5 in the last 30 days; 102 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,110 hours
- Last inspection: 100-hour inspection, September 6, 1983; 13 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Flight plan: none
- Runway 8, 3,310 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,000 ft; scat at 1,000 ft
- Temperature: 70°F (21°C), dew point 59°F (15°C)
- Altimeter: 29.00 inHg
- Observation at 4:33 pm from MER, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Piper PA24-250 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 500 hours in all; 399 in this make and model; 50 in the last 90 days; 22 in the last 30 days; 500 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,423 hours
- Last inspection: annual inspection, March 22, 1983; 96 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-A1D5 (piston); 0 hours total
The flight
- Departed from: CND Chino CA at 7:15 am
- Flight plan: none
- Runway 26, 3,310 ft by 50 ft
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.
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.