Yakovlev YAK-50 and Beech S35 accident near Watsonville, California, September 20, 2024
On September 20, 2024 at about 7:45 pm local time, 2 aircraft, Yakovlev YAK-50 (N613BM) and Beech S35 (N6027F), were involved in the same accident near Watsonville, California (Watsonville Muni airport). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The Yak-50 pilot’s failure to maintain clearance from another airplane while taxiing and maneuvering. Contributing to the accident was the pilot’s inattention due to a distraction inside the cockpit.
The Yak-50 pilot’s failure to maintain clearance from another airplane while taxiing and maneuvering. Contributing to the accident was the pilot’s inattention due to a distraction inside the cockpit.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 20, 2024 · about 7:45 pm local time
- Place
- Watsonville, California · Watsonville Muni · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Yakovlev YAK-50, built 1984 · all YAK-50s on the register
- Registration
- N613BM · registry record · serial 842803
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Beech S35, built 1965 · all S35s on the register
- Registration
- N6027F · registry record · serial D-7895
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Yakovlev YAK-50 final · quoted from the NTSB record
The pilot of the Yak-50 reported that he started taxiing from the airport transient area towards the active runway as the lead airplane for a formation training flight with three airplanes following behind. He remarked that there is no forward visibility in his tailwheel equipped airplane and typically completes S turns to improve his visibility. However, the pilot assumed the approaching run-up area was clear and was concerned that the airplane’s pneumatic system was low, so he decided not to perform any additional turns to conserve air. He traversed the intersecting runway and still did not accomplish an S turn because he was now distracted by the radio and still trying to conserve air. As he approached the engine run-up area he looked to the left and then looked to the right at which time he observed his right wingtip contact the propeller of the Beechcraft S35, which resulted in substantial damage to the right wing. According to the pilot of the Beechcraft S35, he had finished his engine run-up at the active runway and was waiting for airplanes to pass and takeoff before he departed. While configuring his radio for the flight he noticed movement on his left and observed the Yak-50 moving quickly. The Yak-50 did not follow the curve of the taxiway and its right wing impacted his airplane. The pilots of both airplanes reported no preimpact mechanical anomalies or malfunctions that could have precluded normal operation.
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 Beech S35 final · quoted from the NTSB record
The pilot of the Yak-50 reported that he started taxiing from the airport transient area towards the active runway as the lead airplane for a formation training flight with three airplanes following behind. He remarked that there is no forward visibility in his tailwheel equipped airplane and typically completes S turns to improve his visibility. However, the pilot assumed the approaching run-up area was clear and was concerned that the airplane’s pneumatic system was low, so he decided not to perform any additional turns to conserve air. He traversed the intersecting runway and still did not accomplish an S turn because he was now distracted by the radio and still trying to conserve air. As he approached the engine run-up area he looked to the left and then looked to the right at which time he observed his right wingtip contact the propeller of the Beechcraft S35, which resulted in substantial damage to the right wing. According to the pilot of the Beechcraft S35, he had finished his engine run-up at the active runway and was waiting for airplanes to pass and takeoff before he departed. While configuring his radio for the flight he noticed movement on his left and observed the Yak-50 moving quickly. The Yak-50 did not follow the curve of the taxiway and its right wing impacted his airplane. The pilots of both airplanes reported no preimpact mechanical anomalies or malfunctions that could have precluded normal operation.
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 Yakovlev YAK-50 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during taxi (to runway) defining event
The NTSB's findings
- Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
- Personnel issues › Psychological › Attention/monitoring › Attention › Pilot
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,685 hours in all; 1,600 in this make and model; 28.9 in the last 90 days; 11.3 in the last 30 days; 3,630 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, May 31, 2024
- Maximum gross weight: 2,006 lb
- Seats: 1
- Landing gear: retractable
- Engine: Vedeneyev M-14PF (piston); 251 hours total
The flight
- Runway 20, 4,502 ft by 149 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,300 ft
- Temperature: 64°F (18°C), dew point 55°F (13°C)
- Altimeter: 29.94 inHg
- Observation at 12:53 pm from KWVI, 68 miles away
Weather report (METAR): METAR KWVI 201953Z AUTO 16005KT 10SM OVC013 18/13 A2994 RMK AO2 SLP137 T01780128=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
The factual record for the Beech S35 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during taxi (to runway)
The NTSB's findings
- Environmental issues › Physical environment › Object/animal/substance › Aircraft › Ability to respond/compensate
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,236 hours in all; 27 in this make and model; 12 in the last 90 days; 4,648 as pilot in command
- Last flight review: June 30, 2023
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,306 hours
- Last inspection: annual inspection, August 22, 2024
- Seats: 6
- Landing gear: retractable
- Engine: Cont Motor IO-520-BB (piston); 2,278 hours total
The flight
- Destination: SNS Salinas CA
- Flight plan: IFR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR24LA317.