Cessna 180F accident near Cartago, California, June 3, 1995
On June 3, 1995 at about 6:00 pm local time, a Cessna 180F, registered N2198Z, was substantially damaged in an accident near Cartago, California (Templeton Meadows Strip airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inflight decision to attempt a low pass over a mountain airstrip at a high density alitude atmospheric condition, and, his failure to retract the flaps during the climb-out from the pass. The rising mountainous terrain surrounding the landing strip, downdrafts, and the high density altitude condition were factors in the accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 1995 · about 6:00 pm local time
- Place
- Cartago, California · Templeton Meadows Strip
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 180F · all 180Fs on the register
- Registration
- N2198Z · no longer on the register · serial 51298
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE FLYING OVER THE SIERRA NEVADA MOUNTAINS, THE PILOT AND PASSENGER NOTED THAT THE SNOW HAD MELTED FROM THE TEMPLETON MEADOWS AIRSTRIP AND THE PILOT DECIDED TO DO A LOW PASS TO CHECK THE SURFACE OF THE AIRSTRIP FOR A POTENTIAL CAMPING TRIP THE NEXT WEEK. THE FOREST SERVICE ACCESS DIRT AIRSTRIP IS IN A MOUNTAIN MEADOW AT 8,700 FEET MSL AND SURROUNDED BY RISING MOUNTAINOUS TERRAIN. THE DENSITY ALTITUDE WAS CALCULATED TO BE ABOUT 10,700 FEET. THE PILOT SAID THAT DURING THE LOW PASS OVER THE UNIMPROVED FIELD HE EXPERIENCED A DOWNDRAFT THAT RESULTED IN A 300 FOOT PER MINUTE DESCENT. THE PILOT SAID HE ADJUSTED THE AIRPLANE TO MAXIMUM CLIMB ANGLE TO TRY AND GET A POSITIVE CLIMB RATE AND CLEAR THE RISING TERRAIN IN HIS FLIGHT PATH. AT 300 FEET AGL, THE PILOT DID NOT THINK HE WAS GOING TO BE ABLE TO CLEAR THE MOUNTAINS AHEAD, SO HE ELECTED TO TURN TOWARD AN OPEN AREA TOWARD LOWER GROUND. WHILE EXECUTING THE MANEUVER, THE AIRPLANE COLLIDED WITH A TREE, IMPACTED THE GROUND, AND CAME TO REST INVERTED. ON-SITE EXAMINATION OF THE AIRCRAFT BY A TECHNICAL REP FROM CESSNA AND THE US FOREST SERVICE FOUND THE FLAPS EXTENDED TO 40 DEGREES. THE AIRFRAME AND ENGINE WERE EXAMINED AND NO MECHANICAL FAILURES WERE FOUND.
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: airline transport pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 4,200 hours in all; 500 in this make and model; 25 in the last 90 days; 8 in the last 30 days; 3,900 as pilot in command; 1,000 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,876 hours
- Last inspection: annual inspection, August 7, 1994; 154 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 0 hours total
The flight
- Departed from: Lone Pine CA at 5:00 pm
- Destination: O18 Hanford CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 60 statute miles
- Sky: clear
- Temperature: 61°F (16°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.