Cessna 182E accident near Lone Pine, California, May 27, 1992
On May 27, 1992 at about 10:45 pm local time, a Cessna 182E, registered N9340X, was substantially damaged in an accident near Lone Pine, California (Lone Pine airport). It was an other work-use 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 ENCOUNTER WITH A SUDDEN AND STRONG QUARTERING TAILWIND AFTER LANDING ON A SHORT DIRT RUNWAY, AND THE FAILURE OF THE PILOT TO SELECT THE OTHER AIRPORT RUNWAY, WHICH WAS LONGER AND MORE ALIGNED WITH THE WIND, FOR THE APPROACH AND LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 27, 1992 · about 10:45 pm local time
- Place
- Lone Pine, California · Lone Pine · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182E · all 182Es on the register
- Registration
- N9340X · no longer on the register · serial 18253740
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE DEPARTURE END OF RWY 31 IS OBSTRUCTED BY POWER LINES, TREES AND A MOTEL. THE STANDARD PROCEDURE IS TO DEPART ON RWY 13 AND LAND ON RWY 31. THE FIRST 1,000 FT OF RWY 13 IS COVERED WITH A CHEMICAL MIXTURE TO PREVENT DUST. THIS MIXTURE FORMS A CRUST, AND, WITH BLOWN SAND ON IT, THE RWY BECOMES SLIPPERY. WHILE IN THE PATTERN FOR RWY 31, THE PILOT SAID THE WINDS WERE SSE AT 5 TO 10 KNOTS. AFTER TOUCHDOWN THE APPARENT GROUND SPEED INCREASED WHILE THE INDICATED AIRSPEED RAPIDLY DECREASED CONCURRENT WITH A RIGHT DRIFT, INDICATING A SUDDEN AND STRONG LEFT QUARTERING TAILWIND. AT THE HALFWAY POINT, THE INDICATED AIRSPEED WAS INSUFFICIENT TO GO AROUND WHILE THE POOR BRAKING ACTION WAS NOT STOPPING THE AIRCRAFT. THE PILOT SAID HE REALIZED THE AIRCRAFT WAS GOING TO OVER RUN THE END OF THE RUNWAY AND THE PILOT ELECTED TO TURN INTO THE TREE LINE AND COLLIDED WITH TREES AND A MOTEL FENCE. A LONGER RUNWAY MORE ALIGNED WITH THE WIND DIRECTION WAS AVAILABLE.
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; instrument: airplane
- Flight time: 1,298 hours in all; 4 in this make and model; 95 in the last 90 days; 42 in the last 30 days; 1,205 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,916 hours
- Last inspection: 100-hour inspection, December 23, 1991; 69 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-L (piston); 0 hours total
- Operator: Sailplane Enterprises, INC.
The flight
- Departed from: O26 at 10:20 pm
- Flight plan: none
- Runway 31, 2,400 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 12 knots, gusting 20
- Visibility: 40 statute miles
- 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 N9340X 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.