Cessna 182H accident near Burbank, California, January 6, 1997
On January 6, 1997 at about 3:33 pm local time, a Cessna 182H, registered N1870X, was substantially damaged in an accident near Burbank, California (Burbank-Glendale-Pasadena airport). It was a positioning 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 improper planning/decision concerning landing and taxiing in high wind conditions. Factors relating to the accident were: the unfavorable wind conditions, and the lack of crosswind limit information in the Cessna 182H Pilot's Operating Handbook regarding landing or taxiing operations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 6, 1997 · about 3:33 pm local time
- Place
- Burbank, California · Burbank-Glendale-Pasadena · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182H · all 182Hs on the register
- Registration
- N1870X · no longer on the register · serial 18255970
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft was cleared to land on runway 33 by the FAA Air Traffic Control Tower. At the time of the clearance, the pilot was advised that the winds were from 360 degrees at 45 knots. The aircraft completed the landing ground roll and was turning onto a taxiway when the wind blew it over. After exiting runway 33 by turning onto the taxiway, the aircraft encountered a crosswind component of about 25 knots. The 1965 model year Cessna 182H pilot's operating handbook contained no information regarding not-to-exceed crosswind velocities during landing or taxiing operations. In a telephone conversation with the aircraft manufacturer, the maximum demonstrated crosswind component for the Cessna 182H was reported to be 18 knots.
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, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instrument: airplane; rotorcraft: glider
- Flight time: 5,847 hours in all; 2,000 in this make and model; 43 in the last 90 days; 15 in the last 30 days; 5,748 as pilot in command; 1,347 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,788 hours
- Last inspection: 100-hour inspection, September 23, 1996; 56 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-50 (piston); 0 hours total
- Operator: Dave Sonke Aviation
The flight
- Departed from: BIH Bishop CA at 2:15 pm
- Destination: BUR
- Flight plan: VFR
- Runway 33, 6,886 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 20 knots, gusting 50
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 3:35 pm from BUR
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.