Beech 35 accident near Santa Ana, California, November 7, 2002
On November 7, 2002 at about 9:40 pm local time, a Beech 35, registered N3373C, was substantially damaged in an accident near Santa Ana, California (Santa Ana- John Wayne Airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's encounter with wake turbulence resulting in a loss of control. A related factor was insufficient separation by air traffic control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 7, 2002 · about 9:40 pm local time
- Place
- Santa Ana, California · Santa Ana- John Wayne Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 35 · all 35s on the register
- Registration
- N3373C · no longer on the register · serial D4040
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot encountered wake turbulence while on final approach to runway 19L. He was cleared to land and advised to look for a Boeing 757 on a 4-mile final for the parallel runway, 19R. After reporting it in sight, the Boeing 757 overtook him. He said he attempted to "stay high and land long on 19L"; however, as the Boeing 757 touched down, the airplane entered a "violent snap roll to the right, looking down at the ground." The airplane impacted the ground short of the runway. During the approach, controllers allowed simultaneous operations on parallel runways by the Boeing 757 airplane and the small general aviation airplane. FAA Order 7110.65N states that a minimum distance between runway centerlines of 700 feet is required for simultaneous same direction operations between large aircraft and lightweight single and multiengine propeller driven airplanes. The distance between the centerlines of runways 19R and 19L is approximately 505 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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 653 hours in all; 158 in this make and model; 33 in the last 90 days; 23 in the last 30 days
- Last flight review: August 1, 2002
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 4,360.8 hours
- Last inspection: annual inspection, April 12, 2002; 51.3 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E225-8-20 (piston); 0 hours total
The flight
- Departed from: SDM San Diego CA at 8:50 pm
- Destination: SNA Santa Ana CA
- Flight plan: none
- Runway 19L, 2,887 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 9 statute miles
- Sky: broken clouds at 7,000 ft; scat at 1,400 ft
- Temperature: 61°F (16°C), dew point 55°F (13°C)
- Altimeter: 30.07 inHg
- Observation at 8:53 pm from SNA
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.