Cessna 172E accident near Yucapia, California, March 16, 1992
On March 16, 1992 at about 1:30 am local time, a Cessna 172E, registered N5417T, was substantially damaged in an accident near Yucapia, California. 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 PARTIAL LOSS OF POWER MOST LIKELY RELATED TO THE POOR QUALITY OF AIRCRAFT MAINTENANCE. A FACTOR IN THE ACCIDENT WAS THE LACK OF SUITABLE TERRAIN FOR A FORCED LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 16, 1992 · about 1:30 am local time
- Place
- Yucapia, California · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172E · all 172Es on the register
- Registration
- N5417T · no longer on the register · serial 17251317
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ALL 3 OCCUPANTS OF THE AIRCRAFT ARE PILOTS AND USAF OFFICERS. THEY SAID THAT AFTER TAKEOFF THEY WERE FLYING OVER A CANYON AREA ENROUTE TO A LOCAL PRACTICE AREA. ONCE OVER THE CANYON AREA AT 4,500 FT, THE PILOTS NOTICED THAT THE ENGINE WAS BEGINNING TO RUN SLIGHTLY ROUGH WITH A PERCEPTIBLE AND STEADY DECREASE IN RPM'S. THE RPM'S EVENTUALLY DECREASED TO 1,800 AND ALL ATTEMPTS TO CORRECT THE POWER LOSS WERE UNSUCCESSFUL. THE AIRCRAFT WAS UNABLE TO MAINTAIN LEVEL FLIGHT AND HAD DESCENDED BELOW THE TOPS OF THE SURROUNDING RIDGES. THE PILOTS STATED THAT THE ONLY VIABLE OPTION OPEN TO THEM WAS TO CONTACT THE HILLSIDE IN A CONTROLLED MANNER. THE AIRCRAFT WAS STALLED INTO THE THICK BRUSH COVERED HILLSIDE. CRASH SITE INACCESSIBILITY PRECLUDED DETERMINATION OF THE FUEL SYSTEM CONTINUITY OR FUEL SUPPLY QUALITY. THE CARBURETOR, GASCOLATOR AND IGNITION LEADS WERE DESTROYED IN THE CRASH. DETAILED EXAMINATION OF THE ENGINE REVEALED HEAVY SOOTING OF THE #1 TOP SPARK PLUG AND MODERATE EROSION AND GAS BLOW-BY OF THE PISTONS. COMPRESSION TESTS DURING THE LAST 100 HOUR INSPECTION SHOWED 3 CYLINDERS BELOW 60 PSI. THE LAST MAJOR OVERHAUL OF THE ENGINE WAS 25 YEARS AND 2,221 HOURS PRIOR TO THE ACCIDENT. THE ENGINE MANUFACTURER RECOMMENDS A MAJOR OVERHAUL EVERY 2,000 HOURS OR FIVE YEARS.
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, military
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 305 hours in all; 7 in this make and model; 10 in the last 90 days; 4 in the last 30 days; 230 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,276 hours
- Last inspection: 100-hour inspection, December 19, 1991; 43 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
- Operator: Skyways Flight Training, INC.
The flight
- Departed from: L12 Redlands CA at 1:15 am
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 2 knots
- Visibility: 7 statute miles
- Sky: scat at 5,000 ft
- Temperature: 64°F (18°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.