Cessna 150H accident near San Jose, California, November 6, 1983
On November 6, 1983 at about 9:33 pm local time, a Cessna 150H, registered N23268, was substantially damaged in an accident near San Jose, California (Reid-Hillview airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. 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
- November 6, 1983 · about 9:33 pm local time
- Place
- San Jose, California · Reid-Hillview · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150H · all 150Hs on the register
- Registration
- N23268 · no longer on the register · serial 15068836
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT WAS FLOWN FROM SAN JOSE, CA TO AN ARPT NEAR SUTTER CREEK, CA WHERE THE PLT LANDED. BEFORE TAKING OFF ON THE RETURN FLT, HE VISUALLY CHECKED THE FUEL, AND ACCORDING TO HIM, THE FUEL WAS WITHIN 1/2 INCH FROM THE TOP OF THE TANKS. NO FUEL WAS ADDED BEFORE DEPARTING. DURING ARRIVAL AT SAN JOSE, THE ENG LOST POWER, ABOUT 2 1/4 MI FROM THE DESTINATION ARPT, AND WOULD NOT RESTART. AT THAT TIME, THE PLT NOTICED THAT THE LEFT FUEL GAGE INDICATED NEARLY 1/4 FULL & THE RIGHT GAGE INDICATED 1/8 FULL. DURING A FORCED LANDING, THE ACFT HIT A BERM & WAS DAMAGED. AN EXAM OF THE FUEL TANKS REVEALED THERE WAS LESS THAN 3 GAL OF FUEL REMAINING. THE FUEL CAPACITY OF THE PLANE WAS 26 GAL, OF WHICH, 22.5 GAL WAS CONSIDERED AS USABLE. THE ACFT HAD FLOWN 4 HRS SINCE IT WAS REFUELED. ACCORDING TO THE OWNER'S MANUAL, THE PLANE'S ENDURANCE AT 4000 FT WITH 75% POWER WAS 4 HRS. ALSO, THE MANUAL STATED THAT THIS VALUE COULD VARY 10% OR MORE DUE TO VARIABLES SUCH AS CARB METERING CHARACTERISTICS, ENG & PROP CONDITION, & ATMOSPHERIC CONDITIONS.
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: single-engine land
- Flight time: 136 hours in all; 7 in this make and model; 12 in the last 90 days; 6 in the last 30 days; 95 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,151 hours
- Last inspection: annual inspection, January 1, 1983; 58 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200A (piston); 0 hours total
- Operator: California Aviation Services
The flight
- Departed from: 070 Sutter Creek CA at 7:05 pm
- Flight plan: none
- Runway 0, 3,100 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 5 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 25,000 ft; scat at 15,000 ft
- Temperature: 73°F (23°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 9:33 pm from RHV, 2 miles away
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.