Piper PA-18-18 accident near Eagleville, California, August 22, 1999
On August 22, 1999 at about 1:30 am local time, a Piper PA-18-18, registered N3356B, was substantially damaged in an accident near Eagleville, California. It was a personal 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 encounter with a thunderstorm induced downdraft, which resulted in a high rate of sink, at an altitude insufficient to provide for recovery prior to ground impact. The high density altitude was a factor in the accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 22, 1999 · about 1:30 am local time
- Place
- Eagleville, California · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-18 · all PA-18-18s on the register
- Registration
- N3356B · no longer on the register · serial 18-3309
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight's destination is located in a mountain valley. After sightseeing on the southwest side of the valley, the pilot headed north toward the town, where he intended to land and spend the night. About 3 miles south of the town, the aircraft flew over a small ridge, which resulted in the aircraft being about 500 feet agl. The passenger remarked on some corrals on the ground and the pilot performed a 360-degree turn to view the area. During the turn, the pilot noted the airspeed had increased slightly, and, as the aircraft rolled out on a northerly heading, the aircraft suddenly felt like it stalled and entered a rapid descent. The pilot lowered the nose and flared as the aircraft approached the ground. The aircraft landed flat, breaking off the landing gear. The pilot said that shortly after ground impact, a large cloud moved overhead and it began to lightening and rain heavily, with very gusty surface winds. The pilot stated that there were no mechanical malfunctions or failures prior to ground contact. Based on the pressure altitude and the temperature at a weather reporting station 15 miles east of the site, the density altitude was calculated to be about 7,500 feet.
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: 900 hours in all; 40 in this make and model; 30 in the last 90 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 5,081 hours
- Last inspection: annual inspection, April 5, 1992; 80 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-290-D2 (piston); 0 hours total
The flight
- Departed from: O59 Cedarville CA at 1:00 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
- Observation at 1:53 am from ATT, 15 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.