Cessna 152 accident near Elko, Nevada, May 11, 1993
On May 11, 1993 at about 5:19 pm local time, a Cessna 152, registered N714ZL, was substantially damaged in an accident near Elko, Nevada (Elko Muni airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE IN NOT DETERMINING THE SURFACE WINDS PRIOR TO LANDING WHICH RESULTED IN A LANDING IN CONDITIONS BEYOND THE DEMONSTRATED CAPABILITY OF THE AIRPLANE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 11, 1993 · about 5:19 pm local time
- Place
- Elko, Nevada · Elko Muni · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N714ZL · no longer on the register · serial 15279561
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT SAID THAT AFTER HE ARRIVED OVER THE AIRPORT, HE ATTEMPTED UNSUCCESSFULLY TO CONTACT SOMEONE ON UNICOM FOR AN AIRPORT ADVISORY. WHEN HE COULD NOT RAISE ANYONE, THE PILOT TRIED TO FIND A WIND TEE OR SOCK INDICATOR TO ASCERTAIN THE WINDS AND ACTIVE RUNWAY, AGAIN WITHOUT SUCCESS. THE PILOT STATED HE THEN OBSERVED OTHER AIRCRAFT IN THE TRAFFIC PATTERN FOR RWY 5 AND ENTERED THE PATTERN FOR THAT RUNWAY. THE PILOT SAID THAT DURING THE LANDING FLARE A SUDDEN AND STRONG CROSS WIND GUST BEGAN BLOWING THE AIRCRAFT OFF THE LEFT SIDE OF THE RUNWAY. HE ATTEMPTED TO GO AROUND, HOWEVER THE AIRCRAFT CONTACTED THE GROUND, ENCOUNTERED A BERM AND NOSED OVER. THE NATIONAL WEATHER SERVICE SURFACE OBSERVATION TAKEN AT THE TIME OF THE ACCIDENT WAS REPORTING IN WINDS FROM 190 DEG AT 14 KTS, WITH GUSTS TO 26 KTS. THE CROSS-WIND COMPONENT FOR RWY 5 WAS CALCULATED AT 9 KTS, WITH A GUST FACTOR TO 16 KTS. ACCORDING TO CESSNA AIRCRAFT, THE MAXIMUM DEMONSTRATED CROSS-WIND COMPONENT FOR THE CESSNA 150/152 SERIES AIRCRAFT IS 13 KTS.
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: 86 hours in all; 59 in this make and model; 6 in the last 90 days; 6 in the last 30 days; 28 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,830 hours
- Last inspection: 100-hour inspection, April 1, 1993; 44 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: SLC Salt Lake City UT at 5:30 pm
- Flight plan: VFR
- Runway 5, 7,211 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 14 knots, gusting 26
- Visibility: 30 statute miles
- Sky: scat at 25,000 ft
- Temperature: 79°F (26°C), dew point 27°F (-3°C)
- Altimeter: 29.00 inHg
- Observation at 5:19 pm from EKO
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.