North American NAVION accident near Salinas, California, August 15, 1998
On August 15, 1998 at about 5:30 pm local time, a North American NAVION, registered N8820H, was destroyed in an accident near Salinas, California. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's attempt to continue visual flight operations into an area of known instrument meteorological conditions resulting in controlled flight into rising terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 15, 1998 · about 5:30 pm local time
- Place
- Salinas, California · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- North American NAVION · all NAVIONs on the register
- Registration
- N8820H · no longer on the register · serial NAV-4-820
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-instrument rated private pilot was cleared for takeoff with a northbound departure under a special visual flight rules clearance. The ceiling was 400 feet above ground level (AGL) and the visibility 5 miles. A few minutes after takeoff the pilot reported his position as clear of Class D airspace. The controller told him he could remain on frequency in case he needed to contact the tower due to weather. He had previously been informed that weather conditions were lower north of the airport. An eyewitness reported seeing a northbound aircraft beneath the clouds flying at an estimated altitude of 200 feet AGL. The controller attempted to contact the pilot without success. As the control tower operator was trying to reestablish communications he began receiving an emergency locator transmitter signal. The aircraft was subsequently located by emergency rescue personnel on the southern slope of rising terrain north of the airport. The airplane impacted the hillside at an elevation of 470 feet mean sea level. An examination of the aircraft failed to identify any mechanical discrepancies. The pilot did not have a current biennial flight review.
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: 2,505 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, May 20, 1997
- Maximum gross weight: 3,233 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental E225-4 (piston); 0 hours total
The flight
- Departed from: SNS CA at 5:20 pm
- Destination: CCR Concord CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 290° at 10 knots
- Visibility: 5 statute miles
- Sky: overcast at 400 ft; not recorded
- Temperature: 59°F (15°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 5:47 pm from SNS, 8 miles away
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.