Cessna 172N accident near Claremont, California, April 5, 1992
On April 5, 1992 at about 7:31 am local time, a Cessna 172N, registered N1333E, was substantially damaged in an accident near Claremont, California. It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOTS IMPROPER PREFLIGHT AND INFLIGHT PLANNING/DECISIONS, HIS CONTINUED VFR FLIGHT INTO IMC CONDITIONS, AND HIS FAILURE TO INITIATE TIMELY REMEDIAL ACTIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 5, 1992 · about 7:31 am local time
- Place
- Claremont, California · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N1333E · registry record · serial 17270960
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE RECENTLY CERTIFICATED 120 HOUR PRIVATE PILOT RENTED AN AIRCRAFT FOR A LOCAL FLIGHT AND FAILED TO RETURN WITHIN THE ALLOTTED TIME. THE AIRCRAFT WRECKAGE WAS LOCATED THE NEXT MORNING IN THE NEARBY MOUNTAINS. THE PILOT AND HIS PASSENGER HAD FLOWN OUT OF STATE TO A RESORT AREA FOR THE DAY. NO RECORD WAS FOUND THAT THE PILOT OBTAINED EITHER PREFLIGHT OR INFLIGHT WEATHER BRIEFINGS. DURING THE NIGHT RETURN FLIGHT THE PILOT BECAME LOST AND LANDED TWICE AT DIFFERENT AIRPORTS TO GET REORIENTED. THE SECOND LANDING WAS AT A RESTRICTED MILITARY BASE. AFTER DEPARTING THE MILITARY BASE HE ESTABLISHED CONTACT WITH APPROACH CONTROL FOR ASSISTANCE TO HIS DESTINATION AIRPORT WHICH WAS BENEATH AN OVERCAST. HE DECLARED THAT HIS FUEL STATUS WAS CRITICAL AND HE WAS RELUCTANT TO RETURN TO A HIGH DESERT AREA KNOWN TO BE VFR. APPROACH CONTROL PROVIDED VECTORS AS REQUESTED TO THE AREA OF HIS DESTINATION AIRPORT. THE PILOT BECAME DISORIENTED AGAIN AND THE AIRCRAFT DESCENDED INTO CLOUDS. THE APPROACH CONTROLLER ATTEMPTED TO VECTOR THE FLIGHT AWAY FROM HIGH TERRAIN HOWEVER THE PILOT HAD DIFFICULTY FLYING THE HEADINGS PROVIDED BY THE CONTROLLER AND THE AIRCRAFT COLLIDED WITH MOUNTAINOUS TERRAIN.
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: single-engine land
- Flight time: 120 hours in all; 7 in this make and model; 29 in the last 90 days; 9 in the last 30 days; 41 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,389 hours
- Last inspection: annual inspection, January 24, 1992; 76 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
The flight
- Departed from: VCV Victorville CA at 6:30 am
- Destination: CCB Upland CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Sky: not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.