Gulfstream AA-5B accident near Fullerton, California, November 21, 1986
On November 21, 1986 at about 11:33 pm local time, a Gulfstream AA-5B, registered N4520D, was substantially damaged in an accident near Fullerton, California (Fullerton airport). It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured. 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 21, 1986 · about 11:33 pm local time
- Place
- Fullerton, California · Fullerton
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Gulfstream AA-5B
- Registration
- N4520D · no longer on the register · serial AA5B-1061
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A GULFSTREAM AMERICAN AA-5B LOST POWER AND COLLIDED WITH A TREE SHORT OF THE RUNWAY WHILE ON AN IFR TRAINING FLIGHT. THE FLIGHT INSTRUCTOR HAD JUST SWITCHED FUEL TANKS WHEN THE ENGINE BEGAN TO RUN ROUGH AND THEN QUIT RUNNING. HE WAS UNABLE TO RESTART THE ENGINE. THE PRIVATE PILOT UNDERGOING INSTRUMENT TRAINING CONDUCTED THE PREFLIGHT INSPECTION WITHOUT THE AID OF THE AIRCRAFT OPERATORS MANUAL. HE DID NOT CHECK THE LEFT AND RIGHT WING FUEL SUMP DRAINS. AIRCRAFT FUEL SAMPLES WERE TAKEN FROM THE RIGHT AND LEFT WING TANK FUEL SUMPS AND FUEL LINE FROM THE FUEL PUMP TO THE CARBURETOR. LABRATORY TEST RESULTS INDICATED THE FUEL SAMPLE TAKEN FROM THE FUEL LINE FROM THE FUEL PUMP TO THE CARBURETOR CONTAINED 12.6 % WATER BY VOLUME. THE RIGHT FUEL SUMP ALSO CONTAINED TRACES OF WATER. EXAMINATION OF THE REFUELING TRUCK SAMPLE DID NOT REVEAL ANY IMPURITIES.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,398 hours in all; 4 in this make and model; 278 in the last 90 days; 76 in the last 30 days; 1,258 as pilot in command; 407 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,693 hours
- Last inspection: annual inspection, October 1, 1986; 15 hours since
- Maximum gross weight: 1,360 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4K (piston); 0 hours total
The flight
- Departed from: LGB Long Beach CA at 10:40 pm
- Destination: FUL Fullerton CA
- Flight plan: IFR
- Runway 24, 3,121 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 210° at 5 knots
- Visibility: 4 statute miles
- Sky: overcast at 3,800 ft; clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 11:33 pm from FUL, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.