Piper PA-24-260 accident near Newport Beach, California, December 19, 1985
On December 19, 1985 at about 3:53 pm local time, a Piper PA-24-260, registered N9044P, was destroyed in an accident near Newport Beach, California (John Wayne/Orange County airport). It was a personal flight under general aviation rules (Part 91). 1 person was 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
- December 19, 1985 · about 3:53 pm local time
- Place
- Newport Beach, California · John Wayne/Orange County · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-260 · all PA-24-260s on the register
- Registration
- N9044P · no longer on the register · serial 24-4508
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT CONTACTED COAST TRACON (TERMINAL RADAR CONTROL) & REQUESTED VFR TRAFFIC ADVISORIES TO TORRENCE. AT APRX 0747 PSTHE DECLARED AN EMERGENCY, SAID THE ENG HAD QUIT & REQUESTED VECTORS TO THE JOHN WAYNE/ORANGE COUNTY ARPT. THE CONTROLLERPROVIDED A HDG TO THE ARPT AS WELL AS THE CURRENT WIND & ALTIMETER SETTING. AT 0748, THE CONTROLLER ADVISED THE PLT THATTHE ARPT WAS AT HIS 11 O'CLOCK PSN AT 7 MI & THAT EITHER RWY WAS AVAILABLE FOR LANDING. ABOUT 3 MIN LATER, THE PLT SAID HE DID NOT THINK HE WAS GOING TO REACH THE ARPT. SUBSEQUENTLY, THE ACFT COLLIDED WITH TREES, A HOUSE & A FENCE IN A RESIDENTIAL AREA. INITIAL IMPACT WAS WITH TREES AT APRX 35 FT AGL WHILE IN A NOSE HIGH ATTITUDE. AN EXAM REVEALED THE FUEL SELECTOR WAS POSITIONED TO THE RGT MAIN TANK WHICH HAD LESS THAN 1 GAL OF FUEL REMAINING. ADEQUATE FUEL WAS STILL REMAINING IN THE LEFT FUEL TANKS. NO PREIMPACT PART FAILURE/MALFUNCTION WAS FOUND. THE ENG OPERATED SATISFACTORILY DURING A POST ACCIDENT CHECK.
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: 148 hours in all; 61 in this make and model; 13 in the last 90 days; 5 in the last 30 days; 115 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,983 hours
- Last inspection: annual inspection, June 1, 1986; 52 hours since
- Maximum gross weight: 3,100 lb
- Seats: 1
- Landing gear: retractable
- Engine: Lycoming IO-540-D4A5 (piston); 0 hours total
The flight
- Departed from: MYF San Diego CA at 3:20 pm
- Destination: TOA Torrence CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 110° at 5 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 41°F (5°C)
- Altimeter: 30.00 inHg
- Observation at 3:55 pm from SNA, 3 miles away
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.
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.