Cessna 172N accident near Vacaville, California, September 26, 1999
On September 26, 1999 at about 7:00 pm local time, a Cessna 172N, registered N738ZQ, was substantially damaged in an accident near Vacaville, California (Nut Tree Airport). 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 inadequate compensation for the existing gusty crosswind condition and his subsequent failure to maintain directional control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 1999 · about 7:00 pm local time
- Place
- Vacaville, California · Nut Tree Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N738ZQ · registry record · serial 17270369
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot overflew the airport to check the windsock and noted that the winds appeared to be coming straight down the runway. As he initiated the landing flare, he noted that the windsock indicated that the winds had shifted direction and were now about 90 degrees to his left. He attempted to go around, but the airplane turned left into the wind and began to stall. The airplane impacted the ground and bounced. While still in a stalled configuration, the airplane veered left off the runway. The pilot held the nose of the airplane down while accelerating in ground effect, then initiated a climb. He decided to return to his departure airport instead of attempting another landing. After landing at the departure airport, he noted damage to the wingtip, aileron, and secondary spar. He stated that he had not experienced any mechanical problems with the airplane prior to the accident. The recorded weather data from the airport weather observation facility reflected that the winds were from 350 degrees at 12 knots, gusting to 18 knots, at the time of the accident. The pilot had received a DUATS weather briefing the morning of the accident.
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: 311 hours in all; 178 in this make and model; 32 in the last 90 days; 7 in the last 30 days; 223 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,950 hours
- Last inspection: 100-hour inspection, September 26, 1999; 1 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
The flight
- Departed from: PAO Palo Alto CA at 6:15 pm
- Destination: VCB
- Flight plan: none
- Runway 2, 3,800 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 12 knots, gusting 18
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
- Observation at 6:53 pm from VCB
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.