Cessna 172 accident near Bullhead City, California, February 17, 1991
On February 17, 1991 at about 3:55 pm local time, a Cessna 172, registered N8551B, was substantially damaged in an accident near Bullhead City, California (Bullhead Laughlin airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S POOR IN-FLIGHT PLANNING AND DECISION AND PHYSICAL IMPAIRMENT FROM FATIGUE; HE ALSO FAILED TO MAINTAIN FLYING SPEED. THE LINEMAN'S FAILURE TO SECURE THE ACCESS DOOR AND THE PILOT'S IMPAIRMENT DUE TO CONSUMPTION OF ALCOHOL WERE FACTORS IN THE ACCIDENT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 17, 1991 · about 3:55 pm local time
- Place
- Bullhead City, California · Bullhead Laughlin
- Type
- Accident
- Injuries
- 2 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 · all 172s on the register
- Registration
- N8551B · no longer on the register · serial 36251
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT ARRIVED AT THE BULLHEAD CITY ARPT ON THE EVENING PRECEDING THE ACCIDENT. ROOMS WERE NOT AVAILABLE AND THE PILOT WAS UNABLE TO GET ANY SLEEP BEFORE DEPARTING ON THE ACCIDENT FLT. DURING THAT EVENING AND EARLY MORNING THE PILOT CONSUMED 2 BEERS AND 2 MIXED DRINKS. HE CONSUMED THE LAST DRINK AT ABOUT 0400 HOURS ABOUT 5 HOURS BEFORE THE ACCIDENT. THE PILOT ARRIVED AT THE AIRPORT AT ABOUT 0830 HOURS. THE PLT WAS UNABLE TO START THE ENGINE BECAUSE OF A DEAD BATTERY. THE FBO PROVIDED A JUMP START. THE LINEMAN FAILED TO ADEQUATELY SECURE THE ELECTRICAL ACCESS DOOR AND SHORTLY AFTER LIFTOFF THE ACCESS DOOR OPENED AND BEGAN TO FLAP. THINKING THAT THE DOOR WOULD COME OFF AND STRIKE THE WINDSCREEN THE PILOT REDUCED THE ENGINE POWER TO EXECUTE A FORCED LANDING. HE THEN ELECTED TO RETURN TO THE ARPT. DURING THE TURN THE PLT FAILED TO MAINTAIN AIRSPEED, STALLED THE AIRPLANE AND CRASHED ABT 500 YDS NORTH OF THE ARPT.
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: commercial pilot
- Ratings: single-engine land
- Flight time: 1,000 hours in all; 50 in this make and model; 10 in the last 90 days; 10 in the last 30 days; 1,000 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-360-A (piston); 0 hours total
- Operator: Bagdad Flying Club, INC.
The flight
- Destination: GEU Glendale AZ
- Flight plan: none
- Runway 35, 4,648 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 3:45 pm from P06, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.