N5203HCessna 172S · 2004

On August 26, 2025, about 1905 Pacific daylight time, a Cessna 172S, N5203H, was destroyed when it was involved in an accident near Los Banos, California. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the operator, the pilot called and reserved the airplane at about 1449 on the day of the accident. They stated that the airplane had flown on the day of the accident twice before the reservation and it had a preexisting maintenance squawk with the autopilot. The autopilot had been disabled in May 2025 and was placarded inoperative.

A review of preliminary ADS-B data indicated that the airplane departed runway 31R at Reid-Hillview Airport (RHV), San Jose, California about 1520. According to preliminary air traffic control (ATC) audio from Northern California Terminal Radar Approach Control (NorCal TRACON), the pilot reported that he had to apply excessive aft pressure to the yoke to prevent the airplane from entering a nose down pitch attitude and declared an emergency at 1629. According to ADS-B data points, at 1628, the airplane was at an altitude of 5,725 ft mean sea level (msl), increased to 5,800 ft msl at 1628:44, and descended to 5,775 ft msl at 1629:00, while in a left turn.

During the next minute the airplane’s altitude increased to 5,925 ft msl and then descended to 5,850 ft msl at 1630:00. Between 1630 and 1631, the airplane’s altitude increased to 5,875 msl and descended to 5,725 ft msl. Throughout the following 5 minutes, ADS-B data showed that the airplane’s altitude initially remained about 5,700 ft msl, however, descended to about 5,200 ft msl and continued to fluctuate up and down for the remainder of the recorded data.

About 1652, the pilots of another airplane operating in the area offered to get a visual on the accident airplane and provide assistance as needed. The pilots of the other airplane relayed to NorCal TRACON that the flaps appeared to be retracted with no visual damage apparent and continued to assist until about 1705. Additionally, they relayed multiple offers to the accident airplane pilot to follow their route to Los Banos Municipal Airport (LSN), Los Banos, California. At about the same time, the operator’s chief flight instructor contacted NorCal TRACON and offered assistance by providing troubleshooting efforts.

The pilots of another airplane located at LSN were approached by first responders who inquired about an airplane with flight control issues. The pilots departed LSN at 1723 to aid the pilot of the accident airplane. After attempting to troubleshoot the anomalies as described by the pilot of the accident airplane to no avail, a plan to conduct an off-airport landing was initiated. The last 5 minutes of ADS-B data showed the airplane in a right spiraling descent from 3,000 ft msl, to about 1,500 ft msl. At 1904:20, during the right spiraling descent, recorded ATC audio indicated that the pilot of the accident airplane was conferring with the pilot of the assisting airplane, regarding selection of an adequate area to conduct the off-airport landing. During the approach to the selected field, the assisting airplane pilot reminded the accident pilot to use left rudder to aid in directional control.

About 1904:45, the accident airplane’s altitude momentarily increased from 1,600 ft msl to 1,800 ft msl, followed by a descent until ADS-B contact was lost. The last recorded ADS-B data point was located about 78 ft southwest of the accident site on a magnetic heading on 227°, at an altitude of 750 ft. A video provided by first responders showed the airplane maneuvering at a low altitude and enter a near vertical descent and subsequent impact with terrain.

The airplane impacted an open agricultural field about 4.5 nm southwest of LSN, and about 930 ft east of Interstate 5. The elevation was about 254 ft msl. The wreckage distribution remained within about 88 ft of the main wreckage, with a majority of wreckage debris located north of the main wreckage. The furthest debris from the main wreckage was a fractured segment of the windscreen located about 78 ft north of the main wreckage. The first identified point of contact was a circular ground crater about 2 ft deep, which contained the propeller hub and both propeller blades.

Emanating from the crater were ground scars that spanned the distance of the left and right wings. The main wreckage came to rest about 3 ft north of the first identifiable point of contact. The left and right wings sustained accordion-like signatures from the leading to trailing edge. The left wing aileron was separated from its attachment points and came to rest just aft of the main wreckage, while the left wing flap remained affixed to the wing. The right wing flap and aileron remained affixed to the wing. The engine was compressed aft into the cockpit and cabin area. The empennage came to rest forward of, and on top of the right wing, with the elevators and elevator trim surface affixed. The vertical stabilizer and rudder came to rest on top of the right wing flap.

The solo student pilot reported that during the landing roll, the airplane drifted to the right of the runway centerline and he applied left rudder to correct. He further reported that he decided to abort the landing and applied full power. Subsequently, the airplane veered to the left, departed the runway, and nosed over in rough terrain. The student pilot reported that the airplane remained at "full power" through the nose over.

The vertical stabilizer and both wings sustained substantial damage.

The student pilot did not report any mechanical malfunctions or failures with the airplane that would have precluded normal operation.

The Federal Aviation Administration Pilot's Handbook of Aeronautical Knowledge in part states: "To the pilot, "torque" (the left turning tendency of the airplane) is made up of four elements that cause or produce a twisting or rotating motion around at least one of the airplane's three axes. These four elements are:

1. Torque reaction from engine and propeller

2. Corkscrewing effect of the slipstream

3. Gyroscopic action of the propeller

4. Asymmetric loading of the propeller (P-factor)"

It is likely that the student pilot did not counteract the left turning tendencies with sufficient right rudder after power was added to abort the landing.