Fairchild SA227AC accident near Panoche, California, April 1, 1990
On April 1, 1990 at about 3:00 pm local time, a Fairchild SA227AC, registered N27220, was substantially damaged in an accident near Panoche, California. It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S POOR JUDGMENT IN ATTEMPTING A FLIGHT WHILE BEING FATIGUED DUE TO THE LACK OF SLEEP WHICH RESULTED IN A LOSS OF CONTROL AND SUBSEQUENT OVERSTRESSING OF THE AIRPLANE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 1, 1990 · about 3:00 pm local time
- Place
- Panoche, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Fairchild SA227AC · all SA227ACs on the register
- Registration
- N27220 · no longer on the register · serial AC-718
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE COMMUTER AIR CARRIER CAPTAIN'S LAST SCHEDULED FLIGHT HAD TERMINATED IN SACRAMENTO ON 3/31. HE INFORMED HIS CARRIER THAT HE WOULD LIKE TO BE LOCATED IN THE LOS ANGELES OR SANTA BARBARA AREA BY 4/1. THEY OFFERED THE AIRPLANE WHICH NEEDED TO BE REPOSITIONED TO SANTA BARBARA. HE HAD NEVER PILOTED THE AIRPLANE SOLO, BUT DID NOT WANT TO WAIT FOR A CO-PILOT. THE PILOT STATED HE CLIMBED TO 17,500 FT, TRIMMED THE AIRPLANE FOR CRUISE FLIGHT, AND 'DOZED OFF' SEVERAL TIMES. WHEN HE LAST AWOKE THE AIRPLANE WAS DESCENDING AT OVER 300 KTS (VNE IS 246 KTS). HE WAS ONLY ABLE TO RECOVER USING ELECTRIC TRIM. THE UPPER WING SKIN PANEL DAMAGE WAS LATER OBSERVED BY A PASSENGER ON A SUBSEQUENT FLIGHT. ACCORDING TO THE AIRPLANE'S MANUFACTURER, THE AIRPLANE WOULD HAVE HAD TO EXPERIENCE A CALCULATED LOAD FACTOR OF 7.8 G'S TO SUSTAIN THE OBSERVED DAMAGE TO THE WING SKIN PANELS, STRINGERS AND MAIN SPARS. THE PILOT STATED HE HAD ONLY SLEPT 1-1/2 TO 2 HRS DURING THE PRECEDING 24-HR PERIOD.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 6,304 hours in all; 2,093 in this make and model; 254 in the last 90 days; 115 in the last 30 days; 5,114 as pilot in command; 1,552 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 14,500 lb
- Seats: 21
- Landing gear: retractable
- Engine: Garrett TPE 331-11 (turboprop); 0 hours total
- Operator: Skywest Airlines INC.
The flight
- Departed from: SMF Sacramneto CA at 2:30 pm
- Destination: SBA Santa Barbara CA
- Runway 0
Weather at the time
- Light: daylight
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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 N27220 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.