Beech 58P accident near Santa Ana, California, February 3, 2002
On February 3, 2002 at about 2:23 am local time, a Beech 58P, registered N4458S, was substantially damaged in an accident near Santa Ana, California (John Wayne Airport-Orange Coun). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to remain above the landing Boeing 757's glide path resulting in an encounter with wing tip vortices, a loss of directional control after touchdown, and collision with taxiway signs.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 3, 2002 · about 2:23 am local time
- Place
- Santa Ana, California · John Wayne Airport-Orange Coun · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58P · all 58Ps on the register
- Registration
- N4458S · registry record · serial TJ-58
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane landed hard on the runway and hit two taxiway signs following a wake turbulence encounter on final approach. A Boeing 757 landed about 5 minutes prior to the accident airplane. While on downwind the pilot made a 360-degree turn for wing tip vortex avoidance. Just before touchdown, the airplane hit a "bump" and became "uncontrollable." The airplane landed hard to the right side of the runway and struck two taxiway signs. The pilot aborted the landing, and took off again. When he saw that his aircraft was still positioned over the runway, he decided to land instead of continue the takeoff. Upon touchdown a second time, the airplane veered to the left side of the runway. According to a written statement submitted by Federal Aviation Administration ATC personnel, the pilot followed the glide path of the Boeing 757. The airplane flew into the wing tip vortices approximately 50 to 75 feet from landing at a point behind where the 757 had touched down. The pilot failed to land beyond the Boeing 757's touchdown point, as suggested in the Aeronautical Information Manual.
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: multi-engine land; single-engine land; instrument: airplane
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Maximum gross weight: 6,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520 SER (piston); 0 hours total
The flight
- Departed from: SBP San Luis Obisbo CA at 1:26 am
- Destination: SNA Santa Ana CA
- Flight plan: none
- Runway 19R, 5,701 ft by 150 ft
Weather at the time
- Light: night
- Visibility: 10 statute miles
- Sky: a few clouds at 20,000 ft
- Temperature: 54°F (12°C), dew point 50°F (10°C)
- Altimeter: 30.15 inHg
- Observation at 2:53 am from SNA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N4458S the same tail number, which may have belonged to a different aircraft at the time
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.