Piper PA-46-350P accident near Mammoth, California, November 4, 1998
On November 4, 1998 at about 6:45 pm local time, a Piper PA-46-350P, registered N50JG, was substantially damaged in an accident near Mammoth, California (Mammouth Lakes Airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to ensure that the autopilot was off prior to takeoff, and, his failure to maintain pitch control during the resultant pitch trim excursion during the takeoff ground roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 4, 1998 · about 6:45 pm local time
- Place
- Mammoth, California · Mammouth Lakes Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-46-350P · all PA-46-350Ps on the register
- Registration
- N50JG · registry record · serial 46-22198
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Witnesses said the aircraft took off prematurely and over rotated to a nose high attitude. Shortly thereafter, the aircraft hit the ground tail first then the nose. The aircraft veered off the side runway and came to rest on a taxiway. The winds were reported as calm at the time. The pilot told the witness that he stalled on takeoff. Immediately after the accident, the position of the elevator trim tab and the cockpit elevator trim indicator were found in the full nose up trim positions. The pilot reported that the aircraft had a dead battery and required external power for the start. During this process, the autopilot cycled twice. The pilot stated that he performed a normal run-up and trimmed the aircraft for takeoff. He said that at 62 knots the autopilot ran the pitch trim to the full nose up position and the aircraft pitched prematurely to a nose high attitude and lifted off the ground. The pilot then retracted the landing gear. The left wing dropped and the airplane settled back to the ground. According to the auto pilot manufacturer, the pitch servo capstans are designed with a clutch that will slip at 25 pounds of control wheel force. According to flight test data supplied by Piper, the control wheel force required to hold 62-knot speed at full trim tab deflection would be less than 40 pounds.
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: 837 hours in all; 113 in this make and model; 47 in the last 90 days; 18 in the last 30 days; 837 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 400 hours
- Last inspection: annual inspection, March 12, 1998; 176 hours since
- Maximum gross weight: 4,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming TSIO-540-AE2A (piston); 0 hours total
The flight
- Departed from: MMH at 6:44 pm
- Destination: LAS Las Vegas NV
- Flight plan: none
- Runway 9, 7,000 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 6:45 pm from MMH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.