Cessna 320B and Cessna 172M mid-air collision near San Jose, California, June 26, 1982
On June 26, 1982 at about 8:47 pm local time, 2 aircraft, Cessna 320B (N510BC) and Cessna 172M (N70072), were involved in a mid-air collision near San Jose, California (San Jose Municipal airport). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 26, 1982 · about 8:47 pm local time
- Place
- San Jose, California · San Jose Municipal · map
- Type
- Accident · mid-air collision
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 320B · all 320Bs on the register
- Registration
- N510BC · registry record · serial 113
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 172M · all 172Ms on the register
- Registration
- N70072 · no longer on the register · serial 17267188
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 320B final · quoted from the NTSB record
THE C-172M HAD DEPARTED REID-HILLVIEW ARPT (6 MI EAST) & IMPROPERLY ENTERED A RIGHT DOWNWIND FOR RWY 30R AT SAN JOSE. THE C-320B HAD EXECUTED A GO-AROUND FROM RWY 30R DUE TO OTHER TRAFFIC & WAS IN A CLIMBING TURN ALSO ENTERING DOWNWIND FOR RWY 30R. THE C-320B WAS OBSERVED IN A STEEP CLIMBING RIGHT TURN ON A "CROSSWIND" LEG. THE C-172M WAS ROLLING OUT OF A LEFT BANK TURN & WAS AT ABOUT A 15 DEG LEFT BANK WHEN IT WAS OBSERVED TO ROLL INTO ABOUT A 30 DEG IMMEDIATE LEFT BANK & PITCH UP ABOUT 15 DEG JUST PRIOR TO THE COLLISION. THE C-320B INITIALLY ROLLED INTO ABOUT A 30 DEG RIGHT BANKING TURN DURING THE "CROSSWIND" MANEUVER, THEN CONTINUED TO INCREASE BANK TO ABOUT 60 DEG AT THE TIME OF THE COLLISION. ABOUT 1,500 FT OF RWY 30R WAS REMAINING WHEN THE C-320B EXECUTED THE "CROSSWIND" TURN. THE TOWER CONTROLLER DID NOT OBSERVE THE C-320B'S CLIMBING RIGHT TURN, & EXPECTED IT TO EXECUTE A STANDARD GO-AROUND. THE AIRMAN'S INFORMATION MANUAL STATES IF REMAINING IN PATTERN, COMMENCE TURN TO CROSSWIND LEG BEYOND DEPARTURE END OF RWY WITHIN 300 FT OF PATTERN ALTITUDE.
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 NTSB's narrative for the Cessna 172M final · quoted from the NTSB record
THE C-172M HAD DEPARTED REID-HILLVIEW ARPT (6 MI EAST) & IMPROPERLY ENTERED A RIGHT DOWNWIND FOR RWY 30R AT SAN JOSE. THE C-320B HAD EXECUTED A GO-AROUND FROM RWY 30R DUE TO OTHER TRAFFIC & WAS IN A CLIMBING TURN ALSO ENTERING DOWNWIND FOR RWY 30R. THE C-320B WAS OBSERVED IN A STEEP CLIMBING RIGHT TURN ON A "CROSSWIND" LEG. THE C-172M WAS ROLLING OUT OF A LEFT BANK TURN & WAS AT ABOUT A 15 DEG LEFT BANK WHEN IT WAS OBSERVED TO ROLL INTO ABOUT A 30 DEG IMMEDIATE LEFT BANK & PITCH UP ABOUT 15 DEG JUST PRIOR TO THE COLLISION. THE C-320B INITIALLY ROLLED INTO ABOUT A 30 DEG RIGHT BANKING TURN DURING THE "CROSSWIND" MANEUVER, THEN CONTINUED TO INCREASE BANK TO ABOUT 60 DEG AT THE TIME OF THE COLLISION. ABOUT 1,500 FT OF RWY 30R WAS REMAINING WHEN THE C-320B EXECUTED THE "CROSSWIND" TURN. THE TOWER CONTROLLER DID NOT OBSERVE THE C-320B'S CLIMBING RIGHT TURN, & EXPECTED IT TO EXECUTE A STANDARD GO-AROUND. THE AIRMAN'S INFORMATION MANUAL STATES IF REMAINING IN PATTERN, COMMENCE TURN TO CROSSWIND LEG BEYOND DEPARTURE END OF RWY WITHIN 300 FT OF PATTERN ALTITUDE.
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 for the Cessna 320B from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 4,202 hours in all; 6 in the last 90 days; 6 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,233 hours
- Last inspection: inspection type not recorded; 79 hours since
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-N (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: EMT El Monte CA at 12:16 pm
- Destination: P34 Window Rock AZ
- Flight plan: none
- Runway 30R, 4,419 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 11 knots
- Visibility: 25 statute miles
- Sky: not recorded; scat at 4,000 ft
- Temperature: 190°F (88°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Cessna 172M from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 897 hours in all; 766 in this make and model; 86 in the last 90 days; 22 in the last 30 days; 833 as pilot in command
- Medical certificate: Class 2 (invalid medical for flight)
- Seat: unk
The aircraft
- Airframe total time: 904 hours
- Last inspection: inspection type not recorded; 155 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: RHV San Jose CA at 1:42 pm
- Destination: IAD
- Flight plan: none
- Runway 30R, 4,419 ft by 150 ft
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.