Piper PA32R-300 accident near Mammoth Lakes, California, July 17, 1999
On July 17, 1999 at about 8:17 pm local time, a Piper PA32R-300, registered N1692H, was substantially damaged in an accident near Mammoth Lakes, California (Mammoth Lakes airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to attain and maintain an adequate airspeed for the prevailing density altitude. The pilot's failure to abort the takeoff is also causal.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 17, 1999 · about 8:17 pm local time
- Place
- Mammoth Lakes, California · Mammoth Lakes · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA32R-300 · all PA32R-300s on the register
- Registration
- N1692H · no longer on the register · serial 32R-7780177
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot added full fuel prior to departure. The AWOS (Automated Weather Observing System) reported the density altitude was 9,400 feet. He reviewed the procedures for a high altitude takeoff, completed an engine run up, and leaned for departure. After taxiing into position for takeoff, he applied the brakes then power. The runway was slightly uphill and the pilot did not feel the airplane was developing full power, but he did not abort the takeoff. The airplane climbed approximately 200 feet, but would not climb higher. After deciding an attempt to turn could induce a stall, the pilot lowered the landing gear and airspeed as much as possible. He maintained a controlled descent into the terrain and estimated his speed at touchdown was 50 to 60 knots. The pilot felt the density altitude prevented the airplane from climbing. The airport had an elevation of 7,128 feet msl (mean sea level). An aviation routine weather report (METAR) issued reported the temperature was 73 degrees Fahrenheit and the altimeter setting was 30.22 inHg.
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; rotorcraft: glider
- Flight time: 1,280 hours in all; 12 in this make and model; 12 in the last 90 days; 12 in the last 30 days; 972 as pilot in command; 285 on instruments
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,089 hours
- Last inspection: annual inspection, February 19, 1999; 22 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-KIG5D (piston); 0 hours total
The flight
- Departed from: MMH at 8:13 pm
- Destination: OXR Oxnard CA
- Flight plan: VFR
- Runway 27, 7,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 11 knots, gusting 14
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 7:51 pm from MMH
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.