Cessna 140 accident near Emigrant Gap, California, December 25, 1996
On December 25, 1996 at about 6:30 pm local time, a Cessna 140, registered N76857, was substantially damaged in an accident near Emigrant Gap, California (Blue Canyon airport). It was a personal 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 misjudgment of altitude/clearance while attempting a precautionary landing on a closed, snow covered runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 25, 1996 · about 6:30 pm local time
- Place
- Emigrant Gap, California · Blue Canyon · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 140 · all 140s on the register
- Registration
- N76857 · no longer on the register · serial 11291
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he was making a low pass over the closed, snow covered runway to determine if a precautionary landing could be made due to 'unusual engine roughness.' During the low pass the airplane unexpectedly settled on the snow covered runway. He stated that this was due to the 'featureless condition of the snow covered runway and a gradual rise in ground elevation [which] caused a decreased depth perception.' The pilot reported that the snow covered condition of the runway resulted in a rapid deceleration of the aircraft's speed, the aircraft landing, and nosing over once it came to a stop. An FAA inspector reported that there was approximately 1 foot of snow on the runway, and that the aircraft traveled about 30 yards after it touched down midfield. The inspector also reported that no discrepancies were identified with the engine or airframe.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,129 hours in all; 30 in this make and model; 20 in the last 90 days; 1,093 as pilot in command; 300 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 1,450 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-85 (piston); 0 hours total
The flight
- Departed from: 2O3 Angwin CA at 5:30 pm
- Destination: BLU
- Flight plan: none
- Runway 15, 3,300 ft by 50 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 18°F (-8°C)
- Altimeter: 30.00 inHg
- Observation at 6:00 pm from BLU
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.
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.