Aero Commander 500S and amateur-built WLAC-1 accident near Santa Barbara, California, May 23, 1995
On May 23, 1995 at about 7:15 pm local time, 2 aircraft, Aero Commander 500S (N9076N) and amateur-built WLAC-1 (N101WL), were involved in the same accident near Santa Barbara, California (Santa Barbara airport). 1 person was seriously injured; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the inadequate visual lookout by both pilots and their failures to maintain adequate separation from each other while taxiing in a non-movement area.
the inadequate visual lookout by both pilots and their failures to maintain adequate separation from each other while taxiing in a non-movement area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 23, 1995 · about 7:15 pm local time
- Place
- Santa Barbara, California · Santa Barbara
- Type
- Accident · collision on the ground
- Injuries
- 1 person was seriously injured; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Aero Commander 500S · all 500Ss on the register
- Registration
- N9076N · no longer on the register · serial 3063
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
- Aircraft 2
- Amateur-built WLAC-1
- Registration
- N101WL · registry record · serial 001
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Aero Commander 500S final · quoted from the NTSB record
A REVIEW OF AIR TRAFFIC CONTROL TOWER TAPE TRANSCRIPTS VERIFIED THAT BOTH PILOTS HAD BEEN GIVEN AND ACKNOWLEDGED TAXI CLEARANCES, BUT NEITHER HAD RECEIVED TRAFFIC ADVISORIES REGARDING EACH OTHERS TAXI ROUTES. THE WLAC-1 WAS CLEARED TO TAXI WESTBOUND ON TAXIWAY CHARLIE. THE AERO COMMANDER HAD ALSO BEEN CLEARED TO TAXI ON TAXIWAY CHARLIE AND WAS ENTERING THE TAXIWAY FROM THE RAMP. AS THE AERO COMMANDER MOVED ONTO THE TAXIWAY BOTH AIRCRAFT CONVERGED AND COLLIDED. NEITHER PILOT REPORTED SEEING THE OTHER UNTIL JUST BEFORE THE COLLISION. THE PORTION OF TAXIWAY CHARLIE WHERE THE COLLISION OCCURRED WAS REDESIGNATED A RAMP AREA IN 1986. ACCORDING TO FAA AIR TRAFFIC CONTROL HANDBOOK 7110.65, NON-MOVEMENT AREAS INCLUDING RAMPS ARE NOT UNDER THE CONTROL OF THE TOWER. THE HANDBOOK FURTHER STATES THAT THE RESPONSIBILITY FOR COLLISION AVOIDANCE IN NON-MOVEMENT AREAS IS THAT OF THE PILOT.
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 NTSB's narrative for the amateur-built WLAC-1 final · quoted from the NTSB record
A REVIEW OF AIR TRAFFIC CONTROL TOWER TAPE TRANSCRIPTS VERIFIED THAT BOTH PILOTS HAD BEEN GIVEN AND ACKNOWLEDGED TAXI CLEARANCES, BUT NEITHER HAD RECEIVED TRAFFIC ADVISORIES REGARDING EACH OTHERS TAXI ROUTES. THE WLAC-1 WAS CLEARED TO TAXI WESTBOUND ON TAXIWAY CHARLIE. THE AERO COMMANDER HAD ALSO BEEN CLEARED TO TAXI ON TAXIWAY CHARLIE AND WAS ENTERING THE TAXIWAY FROM THE RAMP. AS THE AERO COMMANDER MOVED ONTO THE TAXIWAY BOTH AIRCRAFT CONVERGED AND COLLIDED. NEITHER PILOT REPORTED SEEING THE OTHER UNTIL JUST BEFORE THE COLLISION. THE PORTION OF TAXIWAY CHARLIE WHERE THE COLLISION OCCURRED WAS REDESIGNATED A RAMP AREA IN 1986. ACCORDING TO FAA AIR TRAFFIC CONTROL HANDBOOK 7110.65, NON-MOVEMENT AREAS INCLUDING RAMPS ARE NOT UNDER THE CONTROL OF THE TOWER. THE HANDBOOK FURTHER STATES THAT THE RESPONSIBILITY FOR COLLISION AVOIDANCE IN NON-MOVEMENT AREAS IS THAT OF THE PILOT.
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 for the Aero Commander 500S from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 15,146 hours in all; 3,800 in this make and model; 208 in the last 90 days; 55 in the last 30 days; 8,177 as pilot in command; 1,400 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,005 hours
- Last inspection: approved inspection programme, April 1, 1995; 15 hours since
- Maximum gross weight: 6,750 lb
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming IO-540-E1B5 (piston); 0 hours total
The flight
- Departed from: SBA
- Destination: CRQ Palomar CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 130° at 8 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 12,000 ft; scat at 3,300 ft
- Temperature: 63°F (17°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 6:46 pm from SBA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
The factual record for the amateur-built WLAC-1 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 901 hours in all; 220 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 248 hours
- Last inspection: annual inspection, October 21, 1994; 118 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-360C (piston); 0 hours total
The flight
- Departed from: SBA
- Flight plan: none
- Runway 0
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.