Cessna 172M accident near Redding, California, March 15, 1990
On March 15, 1990 at about 2:36 am local time, a Cessna 172M, registered N13317, was substantially damaged in an accident near Redding, California (Benton Field). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S DECISION NOT TO USE FULL FLAPS WHICH RESULTED IN A LONG LANDING ON A WET RUNWAY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 15, 1990 · about 2:36 am local time
- Place
- Redding, California · Benton Field · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N13317 · no longer on the register · serial 17262664
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT MADE THE LANDING USING ONLY 20 DEGREES OF FLAPS. THE AIRCRAFT TOUCHED DOWN ABOUT ONE THIRD OF THE LENGTH OF THE RUNWAY AND HE APPLIED THE BRAKES. SHORTLY THEREAFTER, THE AIRCRAFT ENTERED A SKID, WHICH CONTINUED FOR THE LENGTH OF THE PAVEMENT UNTIL THE AIRCRAFT WENT OFF THE DEPARTURE END OF THE RUNWAY. A POLICE AIR UNIT IS BASED AT THE AIRPORT. ACCORDING TO THE UNIT PILOTS, ABOUT A 4 KNOT TAIL WIND EXISTED AT THE TIME THE AIRCRAFT LANDED. THE OFFICERS SAID STANDING WATER WAS PRESENT ON THE RUNWAY SURFACE DUE TO A RECENT RAINFALL, AND THEY EXAMINED THE RUNWAY AFTER THE ACCIDENT AND SAID THAT SKID MARKS WITH HEAVY RUBBER DEPOSITS WERE FOUND ON THE RUNWAY FOR A DISTANCE OF ABOUT 120 YARDS FROM THE DEPARTURE END. FAA INSPECTORS EXAMINED THE AIRCRAFT AND REPORTED THAT BOTH MAIN TIRES HAD EVIDENCE OF EXTENSIVE HEAT OVER A TYPICAL FOOT PRINT AREA ON THE TIRE TREAD. THE INSPECTORS NOTED THAT PORTIONS OF THE TREAD CROWN WERE MELTED IN A PATTERN SIMILAR TO REVERTED RUBBER HYDROPLANING.
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
- Flight time: 500 hours in all; 300 in this make and model; 50 in the last 90 days; 20 in the last 30 days; 470 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
- Operator: Paradise Flying Club
The flight
- Departed from: CIC Chico CA at 1:40 am
- Flight plan: none
- Runway 15, 2,420 ft by 80 ft
Weather at the time
- Light: dusk
- Wind: from 280° at 4 knots
- Visibility: 15 statute miles
- Sky: overcast at 4,800 ft; scat at 3,300 ft
- Temperature: 50°F (10°C), dew point 41°F (5°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 am from RDD, 7 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.