Cessna 560 accident near Upland, California, June 25, 2006
On June 25, 2006 at about 5:26 am local time, a Cessna 560, registered N486SB, was destroyed in an accident near Upland, California (Cable Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's unstabilized approach to the runway and failure to obtain the proper touchdown point, which resulted in a runway overrun.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 25, 2006 · about 5:26 am local time
- Place
- Upland, California · Cable Airport · map
- Type
- Accident
- Injuries
- 1 person was killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 560 · all 560s on the register
- Registration
- N486SB · no longer on the register · serial 560-0580
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane touched down at night about 1,400 feet down the 3,864-foot runway and overran the runway surface, coming to rest about 851 feet beyond the departure end. The pilot was operating the airplane using a single-pilot waiver that he obtained two months prior to the accident. The airplane was certified by the Federal Aviation Administration with a flight crew of two. The pilot was returning from a personal event with his family, and landing at his home airport when the accident occurred. Witnesses stated that the pilot’s approach into the airport was not consistent with previous approaches in which the airplane would touch down directly on the runway numbers. They also stated that they heard the thrust reversers deploy, and then return to the stowed position. The airplane flight manual states that once the thrust reversers have been deployed, a pilot should not attempt to restow the thrust reversers and take off. Two sink rate warnings were issued during the approach to landing which should have alerted the pilot of the unstabilized approach. Performance calculations showed that the airplane would have required an additional 765 to 2,217 feet of runway for a full stop landing.
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: 2,951 hours in all; 268 in this make and model
- Last flight review: April 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,513 hours
- Last inspection: continuous airworthiness programme, May 1, 2006; 30 hours since
- Maximum gross weight: 16,830 lb
- Seats: 10
- Landing gear: retractable
- Engine: Pratt & Whitney Canada PC535A (turbojet); 0 hours total
- Fire on the ground
The flight
- Departed from: MYF San Diego CA at 5:00 am
- Destination: CCB Upland CA
- Flight plan: IFR
- Runway 24, 3,864 ft by 75 ft
Weather at the time
- Light: night
- Visibility: 7 statute miles
- Sky: broken clouds at 20,000 ft; a few clouds at 15,000 ft
- Temperature: 72°F (22°C), dew point 61°F (16°C)
- Altimeter: 29.95 inHg
- Observation at 5:53 am from KONT, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.