Piper PA-60-601P accident near Mammoth Lakes, California, December 17, 1984
On December 17, 1984, a Piper PA-60-601P, registered N601FP, was destroyed in an accident near Mammoth Lakes, California (Mammoth Lakes airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. 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
- December 17, 1984
- Place
- Mammoth Lakes, California · Mammoth Lakes · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-60-601P · all PA-60-601Ps on the register
- Registration
- N601FP · no longer on the register · serial 61P059779626
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT TOOKOFF FROM AN ARPT WHOSE RWYS HAD BEEN CLOSED FOR SNOW REMOVAL. A NOTAM HAD BEEN FILED WITH THE FRESNO FSS BY THE MAMMOTH LAKE ARPT MGR AT 0900 HRS FOR TAXI AND RWY SNOW REMOVAL. THE PLT WAS AWARE OF THE NOTAM BECAUSE THE MGR AND A LINEMAN BOTH SAID THEY ADVISED HIM OF IT. SEVERAL WITNESSES SAW THE PLT ENTER THE ACFT AFTER DECLINING ENG PRE-HEAT OR ACFT DE-ICING. WHEN ADVISED BY THE LINEMAN THAT THE 2 QTS OF OIL THAT THE PLT REQUESTED DID NOT 'REGISTER ONTHE DIP-STICK.' THE PLT ORDERED ANOTHER QT TO BE 'THROWN' IN & 'HURRY UP.' NO PRE-FLT OR WARM UP OR BEFORE TAKEOFF CHECK WAS NOTED BY OBSERVERS. TURNING IMMEDIATELY ONTO THE RWY AND ROLLING FOR TAKEOFF THE PLT PASSED A SNOW PLOW. THE ACFT USED 7000 FT (ALL OF THE RWY) AND LEFT THE GROUND IN A NOSE HIGH ATTITUDE. THE ARPT ELEVATION IS 7128 FT MSL. THE ACFT FIRST STRUCK A DIRT MOUND 3/4 OF A MILE AFTER TAKEOFF. AFTER MAINTAINING FURTHER FLT FOR APRX 280 FT WHICH CROSSED A SMALL RAVINE THE ACFT COLLIDED WITH THE FAR SIDE OF THE RAVINE & STARTED TO BREAK APART, STOPPING 144 FT FURTHER EAST.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,408 hours in all; 533 in this make and model; 46 in the last 90 days; 11 in the last 30 days; 7,000 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 15,974 hours
- Last inspection: annual inspection, February 6, 1984; 1,428 hours since
- Maximum gross weight: 6,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TIO-540-U2A (piston); 0 hours total
The flight
- Departed from: MMH Mammoth Lakes CA at 11:59 pm
- Destination: BUR Burbank CA
- Flight plan: none
- Runway 9, 7,000 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 10°F (-12°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 4:00 pm
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.