Cessna TR182 accident near Panamint Spring, California, July 15, 1997
On July 15, 1997 at about 9:15 pm local time, a Cessna TR182, registered N757CF, was destroyed in an accident near Panamint Spring, California (Panamint Springs Resort airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot to attain a proper touchdown point for landing, and his delay in initiating a go-around. Factors relating to the accident were: the pilot's attempt to land at the wrong airport, uphill slope of the runway, high density altitude, and rising terrain beyond the end of the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 1997 · about 9:15 pm local time
- Place
- Panamint Spring, California · Panamint Springs Resort · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna TR182 · all TR182s on the register
- Registration
- N757CF · no longer on the register · serial R18201215
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot received a 1 hour checkout in the aircraft on the day before the accident. Before departing on a flight from Camarillo to Inyokern, & then to Stovepipe Wells, CA, he obtained a preflight weather briefing. During an en route stop at Inyokern, the pilot refueled the airplane before continuing to Stovepipe Wells. Before reaching Stovepipe Wells, the airplane was observed to circle an undesignated/unmaintained airstrip at Panamint Springs Resort. The airstrip at Panamint Springs was the only landing strip between the refueling point & the planned destination, & it was not listed on any aeronautical charts. Also, the runway at Panamint Springs was oriented in about the same direction as the destination airport with runway 25 for landing (uphill) and runway 07 for takeoff (downhill). The destination runway was oriented to 05 and 23. At Panamint Springs, the pilot landed on runway 25 with a tailwind, then attempted a late go-around toward rapidly rising terrain. Witnesses said the aircraft touched down long and fast, then hit a dirt berm near the end of the strip. Subsequently, the aircraft crashed about 1/4 mile beyond the departure end of the runway. Runway 25 at Panamint Springs had an uphill gradient of 5.5 percent and no windsock. The density altitude was about 6,000 feet.
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: 170 hours in all; 4 in this make and model; 5 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,048 hours
- Last inspection: annual inspection, August 19, 1996; 89 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-L3C5D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: CMA Camarillo CA at 5:30 pm
- Destination: L09 Stovepipe Wells CA
- Flight plan: none
- Runway 25, 2,100 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 11 knots, gusting 19
- Visibility: 50 statute miles
- Sky: scat at 20,000 ft
- Temperature: 102°F (39°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 9:56 pm from KNI, 40 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.