Cessna 172RG accident near Corona, California, January 28, 1997
On January 28, 1997 at about 11:00 pm local time, a Cessna 172RG, registered N80138, was substantially damaged in an accident near Corona, California (Corona 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
Failure of the pilot in command to follow the airplane's before landing checklist and verify the landing gear was fully extended before landing. Factors in the accident were anxiety and diversion of the pilot's attention due to fuel gauge readings.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 28, 1997 · about 11:00 pm local time
- Place
- Corona, California · Corona
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG · all 172RGs on the register
- Registration
- N80138 · registry record · serial 172RG0507
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot noticed that the fuel gauges were indicating that the fuel quantity was low about 20 minutes into the flight. He elected to make a precautionary landing at the nearest airport. The pilot said his approach was high and fast and he landed long on the runway. The airplane was observed crossing the runway threshold with the landing gear in transit. The airplane touched down with the landing gear not fully extended, the main gear collapsed, and the airplane slid off the runway. After the accident, 42 gallons of fuel were drained from the airplane. No evidence was found of a landing gear system malfunction during a postaccident examination. The airplane's normal procedure checklist instructs the pilot to check and observe the main gear is down and the green gear down indicator light is illuminated.
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; single-engine sea
- Flight time: 288 hours in all; 32 in this make and model; 10 in the last 90 days; 173 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,554 hours
- Last inspection: 100-hour inspection, July 25, 1996; 95 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
- Operator: Long Beach Flying Club
The flight
- Departed from: LGB Long Beach CA at 10:30 pm
- Destination: AJO
- Flight plan: none
- Runway 25, 3,200 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: scat at 15,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 10:46 pm from CNO, 5 miles away
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.