# NTSB LAX06CA281: Cessna 172P, N97306, Spanish Springs, NV, September 1, 2006 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: August 31, 2006, 19:11 local (Sep 1, 2006, 02:11 UTC) - Place: Spanish Springs, NV - Coordinates: 39.677223, -119.827224 - Nearby events: https://openairdocs.org/map.md?lat=39.6772&lon=-119.8272&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report January 31, 2007 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 64461 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX06CA281 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64461/pdf - Page: https://openairdocs.org/ntsb/LAX06CA281 ## Probable cause the pilot's failure to initiate a timely go-around and to attain an adequate climb rate. Factors in the accident were the high density altitude and the likely quartering tail wind that may have affected the aircraft's climb gradient. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, go-around (vfr) - object - residence - weather condition - high density altitude (contributing factor) - weather condition - tailwind (contributing factor) - go-around - delayed, pilot in command (cause) - proper climb rate - not attained, pilot in command (cause) ## Analysis The airplane collided with a house during a go-around. The pilot was unfamiliar with the airport. Upon arrival, he flew around the airport at 5,600 feet mean sea level (msl); the airport elevation was 4,600 feet. UNICOM informed him that runway 16 was the preferred runway. He noted that the airport had a hill, which had silos on it, on the approach end of the runway. He maintained what he felt was a safe vertical separation from the silos, and came in a bit high as he set up for the landing. During his flare, he became aware that the runway sloped uphill. He was below the crest, and could not see how long the runway continued past it. He decided to go around, rather than rolling to the top and finding that the runway ended. Because of the runway slope, he felt that he could not level off and pickup speed. He pulled the nose up, and upon climbing above the crest, noticed houses at the end of the runway. He applied full power, and leaned the mixture for pattern altitude. The airplane started to climb, and he retracted the flaps up 1/2 notch; however, the airplane seemed to lose some lift. The terrain ahead sloped downhill to his left, so he banked slightly to the left. He maintained 60 knots, and noted that the stall warning horn did not sound. The airplane did not gain enough airspeed or altitude, and collided with the house. The Pilot Information Manual for the Model 172P states that during a go-around the flaps should be retracted to 20 degrees and the climb conducted at a speed of 55 knots. The density altitude was calculated to be 6,700 feet. The Airport/Facility Directory, Southwest U. S., indicated that that there was no line of sight between the ends of the runway. It stated that runway 16 had a 2.5 percent up gradient in the first 500 feet. The closest aviation weather reporting facility 14 nautical miles away was reporting winds from 060 degrees at 5 knots. ## Factual narrative On August 31, 2006, about 1911 Pacific daylight time, a Cessna 172P, N97306, collided with a house in Spanish Springs, Nevada. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The private pilot and one passenger were not injured; the airplane sustained substantial damage. The cross-country personal flight departed Santa Monica, California, about 1445, with a planned destination of Spanish Springs. Visual meteorological conditions prevailed, and no flight plan had been filed. The approximate global positioning system (GPS) coordinates of the primary wreckage were 39 degrees 39 minutes north latitude and 119 degrees 48 minutes west longitude. The pilot submitted a written statement. He was unfamiliar with the airport. Upon arrival, he flew around the airport at 5,600 feet mean sea level (msl); the airport elevation was 4,600 feet. UNICOM informed him that runway 16 was the preferred runway. He noted that the airport had a hill, which had silos on it, on the approach end of the runway. The pilot stated that he maintained what he felt was a safe vertical separation from the silos, and came in a bit high as he setup for the landing. During his flare, he became aware that the runway slopped uphill. He was below the crest, and could not see how long the runway continued past it. He decided to go around, rather than rolling to the top and finding that the runway ended. Because of the runway slope, he felt that he could not level off and pickup speed. He pulled the nose up, and upon climbing above the crest, noticed houses at the end of the runway. He applied full power, and leaned the mixture for pattern altitude. The airplane started to climb, and he feathered the flaps up 1/2 notch. However, the airplane seemed to lose some lift. The terrain ahead sloped downhill to his left, so he banked slightly to the left. He maintained 60 knots, and noted that the stall warning horn did not sound. The airplane did not gain enough airspeed or altitude, and collided with the house. The pilot noted several circumstances that might have prevented the accident. They were raising the flaps after gaining more altitude; using runway 34 where he could see the whole runway; and being better briefed on the contour of runway 16. The Airport/Facility Directory, Southwest U. S., indicated that that there was no line of sight between the ends of the runway. It stated that runway 16 had a 2.5 percent up gradient in the first 500 feet. The Pilot Information Manual for the Model 172P states that during a go-around the flaps should be retracted to 20 degrees, and the climb conducted at a speed of 55 knots. The density altitude was calculated to be 6,700 feet. The closest aviation weather reporting facility 14 nautical miles away was reporting winds from 060 degrees at 5 knots. Sec. 91.103 of the Federal Aviation Regulations discusses preflight action. It states that each pilot-in-command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include, for any flight, runway lengths at airports of intended use. Paragraph (b)(1) specifies that the pilot must determine the takeoff and landing distance information for civil aircraft with an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data. Paragraph (b)(2) specifies takeoff and landing information for civil aircraft other than those specified in paragraph (b)(1). The pilot may use other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature. ## Aircraft - Registration: [N97306](https://openairdocs.org/deregistered/N97306-2008-07-08), registration cancelled 2008-07-08, S/N 17276175, built 1984 (OpenAirDocs) - Reported make and model: Cessna 172P - Registry model: [Cessna 172P](https://openairdocs.org/model/cessna-172p) (registry code 2072436) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17276175 - Engines: Lycoming O-320 reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Tower 20 Enterprises Inc - Airworthiness certificate: Standard, Utility; Standard, Normal - Departed: SMO, Santa Monica, CA - Destination: N86, Spanish Springs, NV - Airport: N86, Spanish Springs, runway 16, 3,540 × 71 ft, dirt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 52; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; seat: left; flight hours: 585 total, 484 in this make and model, 50 in the last 90 days, 21 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Dusk - Wind: 60° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 77 °F, dew point 25 °F - Altimeter: 30.04 inHg - Observed at: RNO, 14 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20060831018539A](https://openairdocs.org/incident/20060831018539A), Aug 31, 2006: Cessna 172P, Spanish Springs, NV, Destroyed. (-23) While attempting to land at N86, the pilot [privacy data omitted] determined during the flare to landing, with full flaps, that he should execute a… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.