Cessna 152 accident near Upland, California, December 9, 1985
On December 9, 1985 at about 5:30 pm local time, a Cessna 152, registered N64851, was substantially damaged in an accident near Upland, California (Cable airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. 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 9, 1985 · about 5:30 pm local time
- Place
- Upland, California · Cable · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N64851 · no longer on the register · serial 15281545
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ON DECEMBER 9, 1985 AT 0730 PST A CESSNA 152 REGISTERED TO WALTER D. CABLE OF UPAND, CALIFORNIA COLLIDED WITH A PARKED TRUCK WHILE TAXIING FOR TAKEOFF ON THE PARALELLEL TAXIWAY OF RWY 24 AT CABLE AIRPORT, UPLAND, CA. VMC PREVAILED AT THE TIME. THE AIRPORT WAS UNDER CONTRUCTION AND BEING RESURFACED. THE TAXIWAY CENTERLINES HAD NOT BEEN REPAINTED. A CONTRACTORS TRUCK WAS PARKED CLOSE TO THE TAXIWAY, BUT THERE WAS SUFFICIENT SPACE FOR A CESSNA 152 TO TAXI AROUND. THE TRUCK WAS EQUIPPED WITH LADDER RACKS THAT PROTRUDED FROM THE TRUCKS BODY. THE LADDER RACKS WERE RACKS THAT PROTRUDED FORM THE TRUCKS BODY. THE LADDER RACKS WERE NOT CLEARLY VISIBLE TO THE STUDENT PILOT. AS THE AIRCRAFT TAXIIED ABEAM THE TRUCK, THE RIFHT WING TIP STRUCK THE LADDER RACK. THE STUDENT PILOT APPLIED THE BRAKES BUT THE AIRCRAFT GROUND LOOPED TO THE RIGHT. THE RIGHT WING STURCK THE LADDER RACK AGAIN A FEW FEET INBOARD OF THE WING TIP. THE STUDENT PILOT INDICATED ON THE PILOT AIRCRAFT ACCIDENT REPORT THAT THERE WAS NO MECHANICAL FAILURE OF MALFUNCTION.
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: student
- Flight time: 21 hours in all; 21 in this make and model; 20 in the last 90 days; 5 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Flight plan: none
- Runway 24, 3,785 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
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.
Other NTSB records under N64851 the same tail number, which may have belonged to a different aircraft at the time
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.