Beech A23-24 accident near Corona, California, May 2, 1992
On May 2, 1992 at about 9:46 pm local time, a Beech A23-24, registered N666CM, was destroyed in an accident near Corona, California (Corona Municipal airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
1) THE FLYING PILOT'S IMPROPER LANDING FLARE WHICH RESULTED IN A HARD LANDING AND SIGNIFICANT DAMAGE TO THE AIRCRAFT EMPENNAGE FLIGHT CONTROLS, 2) THE FLYING PILOT'S DECISION TO INITIATE A GO AROUND WITH THE OBVIOUS SERIOUS DAMAGE TO THE AIRCRAFT, AND 3) THE FLYING PILOT'S INABILITY TO CONTROL THE AIRCRAFT IN PITCH DUE TO THE DAMAGE SUSTAINED IN THE HARD LANDING. A FACTOR IN THE ACCIDENT WAS THE PILOTS LACK OF EXPERIENCE IN THE ACCIDENT AIRPLANE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 2, 1992 · about 9:46 pm local time
- Place
- Corona, California · Corona Municipal
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A23-24 · all A23-24s on the register
- Registration
- N666CM · no longer on the register · serial MA-62
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A STUDENT PILOT WAS IN THE LEFT SEAT OF HIS NEWLY PURCHASED AIRCRAFT AND A PRIVATE PILOT OCCUPIED THE RIGHT SEAT. THE INVESTIGATION WAS UNABLE TO DETERMINE WHO WAS FLYING THE AIRCRAFT AT THE TIME OF THE ACCIDENT. THE PILOTS INITIATED A GO AROUND AFTER A HARD LANDING WHICH SHEARED OFF THE LEFT MAIN LANDING GEAR, BROKE THE NOSE GEAR STRUT, AND DAMAGED THE HORIZONTAL STABILIZER. WITNESSES STATED THAT THE CLIMB RATE AND THE AIRSPEED APPEARED TO BE VERY LOW, AND THAT THE LEFT HORIZONTAL STABILIZER APPEARED TO BE BENT DOWN. ACCORDING TO WITNESSES, DURING THE CROSS WIND AND DOWN WIND LEGS, THE AIRPLANE WAS MAKING ABRUPT PITCH CHANGES AND NEVER ATTAINED ALTITUDES OF MORE THAN 300 TO 500 FEET AGL. WHILE ON A CLOSE IN DOWN WIND LEG, THE AIRPLANE STRUCK AN INDUSTRIAL BUILDING WHICH IS APPROXIMATELY 100 FEET HIGHER THAN THE RUNWAY SURFACE. THE STUDENT PILOT HAD JUST TRADED ANOTHER AIRPLANE FOR THE ACCIDENT AIRPLANE WHICH HAD JUST HAD AN ANNUAL INSPECTION AND WAS SIGNED OFF AS UNAIRWORTHY.
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: 65 hours in all; 12 in the last 90 days; 4 in the last 30 days; 27 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,467 hours
- Last inspection: annual inspection, May 1, 1992
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-A2B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: RIR Riverside CA
- Destination: L66 Corona CA
- Flight plan: none
- Runway 25, 3,200 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 12 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 9:46 pm from CNO, 5 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.