Cessna 152 accident near Hayward, California, November 28, 1995
On November 28, 1995, a Cessna 152, registered N6349M, was destroyed in an accident near Hayward, California (Hayward Air Terminal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
loss of engine power for an undetermined reason.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 28, 1995
- Place
- Hayward, California · Hayward Air Terminal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N6349M · registry record · serial 15284688
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After a private pilot and a flight instructor (CFI) took off in a Cessna 152, they reported a rough running engine. They attempted to return to the airport, but did not have sufficient altitude and crash-landed on an abandoned golf course. After landing, the private pilot told police that he was the pilot-in-command (PIC) and that he had not run out of fuel. A check of the fuel tanks showed about 2 inches in the left tank and none in the right tank. The private pilot told the operator that the CFI took over and made the forced landing, which the CFI confirmed. Recovery personnel drained between 7 and 8 gallons of fuel from the airplane before removing it from the golf course. A postaccident run of the engine met all the manufacturer's established parameters. The aircraft and engine logbooks were reviewed, and no discrepancies were found. The temperature and dew point were 62 and 45 degrees F, respectively. According to icing probability charts, conditions were conducive for carburetor ice; however, carburetor ice was not verified.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; rotorcraft: helicopter
- Flight time: 103 hours in all; 83 in this make and model; 7 in the last 90 days; 7 in the last 30 days; 42 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,173 hours
- Last inspection: annual inspection, November 16, 1995; 9 hours since
- Maximum gross weight: 1,675 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: HWD
- Destination: RHV San Jose CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 290° at 8 knots
- Visibility: 50 statute miles
- Sky: scat at 20,000 ft
- Temperature: 63°F (17°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N6349M 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.