Cessna 150M accident near Santa Ana, California, August 27, 1995
On August 27, 1995 at about 9:20 pm local time, a Cessna 150M, registered N66758, was substantially damaged in an accident near Santa Ana, California (John Wayne 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 student's inadequate compensation for the existing crosswind condition, and his failure to raise the landing flaps and turn off the carburetor heat during the attempted go-around.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 1995 · about 9:20 pm local time
- Place
- Santa Ana, California · John Wayne · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150M · all 150Ms on the register
- Registration
- N66758 · registry record · serial 15076255
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE STUDENT REPORTED THAT HE WAS PERFORMING TRAFFIC PATTERN TOUCH-AND-GO OPERATIONS. ON FINAL FOR RUNWAY 19L, HE OBSERVED A BOEING 737 CROSSING THE EXTENDED FINAL APPROACH PATH ON A PERPENDICULAR TAXIWAY. THE TAXIWAY CROSSED ABOUT 500 FEET PRIOR TO THE APPROACH END OF RUNWAY 19L. THE STUDENT SAID HE ADDED SOME POWER TO ENSURE THAT HE HAD SUFFICIENT VERTICAL CLEARANCE FROM THE AREA OF JET EXHAUST/TURBULENCE, THEN RESUMED HIS APPROACH TO THE RUNWAY WITH THE ADDITION OF FULL FLAPS. AS THE AIRCRAFT NEARED THE TOUCHDOWN POINT, IT SUDDENLY DEVELOPED A HIGH SINK RATE AND BEGAN DRIFTING TO THE LEFT. THE PILOT SAID HE ADDED FULL POWER TO GO AROUND, BUT NEGLECTED TO TURN OFF THE CARBURETOR HEAT AND RAISE THE FLAPS. THE AIRCRAFT DID NOT CLIMB AND CONTINUED DRIFTING LEFT OFF THE RUNWAY UNTIL THE NOSE GEAR STRUCK A RUNWAY SIGN. THE AIRCRAFT THEN IMPACTED ON THE RIGHT WING TIP AND NOSE ON THE RUNWAY.
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: 48 hours in all; 48 in this make and model; 5 in the last 90 days; 1 in the last 30 days; 5 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,825 hours
- Last inspection: annual inspection, August 8, 1995; 7 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: SNA at 9:15 pm
- Flight plan: none
- Runway 19L, 2,887 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 12 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 9:24 pm from SNA
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 N66758 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.