Piper PA-28-181 accident near Cucamonga, California, May 7, 1992
On May 7, 1992 at about 2:15 am local time, a Piper PA-28-181, registered N1054H, was destroyed in an accident near Cucamonga, California. It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S DECISION TO CONTINUE VFR FLIGHT INTO INSTRUMENT METEOROLOGICAL CONDITIONS. FACTORS IN THE ACCIDENT WERE: THE PILOT'S FAILURE TO OBTAIN A WEATHER BRIEFING, THE ADVERSE WEATHER CONDITIONS, HIS PHYSICAL IMPAIRMENT DUE TO DRUGS, AND THE MOUNTAINOUS TERRAIN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 7, 1992 · about 2:15 am local time
- Place
- Cucamonga, California · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Piper PA-28-181 · all PA-28-181s on the register
- Registration
- N1054H · no longer on the register · serial 28-7790282
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ABOUT 40 MI EAST OF HIS DESTINATION, THE PILOT CALLED ONTARIO APPROACH FOR FLIGHT FOLLOWING THROUGH THE ONTARIO ARSA. HE WAS ASKED IF HE HAD THE CURRENT WEATHER FOR HIS DESTINATION, TO WHICH HE ANSWERED NO. HE WAS ADVISED THAT IT WAS VFR WITH 3 MI VISIBILITY IN HAZE. THE PILOT REQUESTED THE CEILING IN THE L.A. BASIN, AND WAS ADVISED THAT LA VERNE WAS MEASURED 2,300 OVERCAST. TWICE DURING RADIO EXCHANGES WITH CONTROLLERS, THE PILOT GAVE ALTITUDES WHICH WERE OFF BY 1,000 FT OR MORE. HE ATTEMPTED TWICE TO DESCEND THROUGH A HOLE IN THE OVERCAST WITHOUT SUCCESS. HE THEN ADVISED CONTROLLERS THAT HE WOULD REVERSE COURSE BACK TO BANNING. SHORTLY THEREAFTER HE REVERSED HIS COURSE BACK TOWARD LA VERNE. ABOUT 6 MIN LATER RADAR CONTACT WAS LOST IN THE MOUNTAINS NORTHEAST OF HIS DESTINATION. ABOUT 20 SEC BEFORE CONTACT WAS LOST THE PILOT RADIOED 'ITS GETTING PRETTY THICK UP HERE.' THE WRECKAGE WAS LOCATED AT 3100 FT MSL. TOXICOLOGICAL RESULTS WERE POSITIVE FOR METHAMPHETAMINE (0.50 MG/L BLOOD), AMPHETAMINE, AND DIPHENHYDRAMINE.
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: 110 hours in all; 110 in this make and model; 6 in the last 30 days; 56 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: 100-hour inspection, April 23, 1992
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
- Fire on the ground
- Operator: Air Desert Pacific INC.
The flight
- Departed from: UDD Bermuda Dunes CA
- Destination: POC La Verne CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 290° at 7 knots
- Visibility: 3 statute miles
- Sky: overcast at 2,300 ft; scat at 1,500 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 1:46 am from POC, 13 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.