This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N6865B
- History of Flight:
On November 3, 2026, at about 0920 local time, a privately-registered Piper PA-22-150 Tri-Pacer, N6865B, was destroyed when it impacted terrain near Ocotillo Airport (L90), Ocotillo Wells, California. The private pilot was fatally injured. The flight originated from Gillespie Field (SEE/KSEE), San Diego, California, at 0840. Visual meteorological conditions prevailed at the time.
According to preliminary Automatic Dependent Surveillance-Broadcast (ADS-B) data, the airplane departed KSEE and entered a climbing right turn to an altitude of 6,300 ft. At 0904, the airplane started a descent towards Ocotillo Wells. At 0918:33, the airplane was on approach to the airport on a 95° tracking along a highway and flying at 1,100 ft, and 88 knots groundspeed. In the upcoming seconds, the airplane entered a climbing left hand turn away from the airport. However, at 0919:15, the airplane reached an altitude of 1,200 ft when it began a rapid descent. At 0919:24, the airplane was at 900 ft, 112 knots groundspeed and descending 3000 feet per minute (fpm) during the turn away from the airport. At 0919:37, the airplane was at 700 ft and tracking west towards high terrain. At 0920:10, the last ADS-B data point was recorded at 700 ft, 113 knots GS, and -250 fpm.
Figure 1: ADS-Be exchange track ran through Flysto
Figure 2: Approach to L90
Figure 3: Rapid descent during climb away from airport
Figure 4: ADS-B exchange end of track
Given the rapid sequence of events and the wreckage location, the accident appears consistent with a loss of control during an attempted missed approach/go-around.
- Pilot Information:
The pilot, aged 64, held a private pilot certificate with an airplane single engine land rating. He also held a remote pilot certificate. His third class FAA medical was issued on April 2024 with a note that he must use corrective lens(es) to meet vision standards at all required distances. He also had a Basic FAA Med Course that was dated 2/21/2024.
- Airplane Information:
The accident aircraft, serial number 22-4165, was manufactured in 1956. The PA-20 is a single engine, light strut-braced aluminum frame, high-wing monoplane and a steel tube fuselage. The accident airplane was converted to have a conventional landing gear (tailwheel) configuration. The airplane was powered by a Lycoming 0-320 reciprocating engine.
On June 9, 2019, the airplane was substantially damaged when it ground looped during landing in gusting wind conditions at Riverside Municipal Airport (RAL/KRAL), Riverside, California.
According to the Pilot Operating Handbook (POH):
VI. Approach and Landing:
"The approach technique is as follows: Trim the plane to a 75-80 MPH glide, after flaps have been lowered at a speed of 95 MPH or less. Mixture should be full rich, fuel on proper tank, and carburetor heat off unless carburetor icing conditions prevail. Reduce the speed during the flareout, and touch the ground in a standard three point position approximately at stalling speed (50-60 MPH).
On the Tri-Pacer, the control wheel should be held back far enough to keep the plane in a nose high attitude as long as possible. This shortens the landing run by producing maximum drag on the wings. As the plane slows down, allow the nose wheel to drop to the ground and apply brakes.
In high wind conditions, particularly in strong crosswinds, it may be desirable to approach the ground in a more nearly level an airspeed which assures ample controllability regardless of gusts. In this case the ground can be contacted at airspeeds appreciably higher than in normal landings, and the airplane held in a level attitude at all times on the ground to reduce wind effect. It is always best to contact the ground at the minimum practicable speed consistent with landing conditions.
Crosswind landings in a Tri-Pacer should be approached with drift being compensated for by holding the windward wing down or by crabbing into the wind. The airplane should be straightened out the instant before ground contact, and then controlled on the ground with the steerable nose wheel which should be held on the ground with forward control wheel pressure.
To stop the engine, after landing and when clear of the runway, pull the mixture control full out to idle cut-off. When using alternate fuels, the engine should be run up to 1200 RPM for one minute prior to shutdown to clean out any unburned fuel. After the engine stops, turn the ignition and master switch off and retract the flaps."
- Wreckage and Impact Information:
The airplane crashed into high terrain about 1.70 miles from the airport and was consumed by a post crash fire.
- Airport Information:
Ocotillo Airport is a non-towered public airport with a field elevation of 160 ft. The airport features two runways, runway 13/31 (dirt, 4210 x 150 ft) and runway 9/27 (dirt, 2330 x 150 ft).
Figure: General terrain around L90 with ADS-B exchange track ran through Google Earth
The pilot was most likely trying an approach to runway 13 which features a left traffic pattern.
According to an FAA remark "OBSTN TO FAR PART 77, HILLS SURROUND ARPT."
- Weather:
(1) Brief:
The weather conditions at the time were unremarkable, most surrounding airports were reporting no winds. The nearest airport, L08, was reporting the following conditions at 0915 LT: Temperature of 21 °C, dewpoint 3 °C, and an altimeter setting of 30.07 inches of mercury. The calculated density altitude (at that airport) was 1208 ft.
The sun’s position at the time of the accident was about 33° above the horizon on an azimuth of 143°.
Figure 1: Observations at the time
Figure 2: Surface temperature
Figure 3: Temperature at 1,000 ft MSL
Figure 4: Surface winds
Figure 5: Winds at 3,000 ft MSL
Figure 6: Sun Position
(2) METARs:
METAR KL08 031715Z AUTO 00000KT 10SM CLR 21/03 A3007 RMK AO2
METAR KL08 031735Z AUTO 00000KT 10SM CLR 22/04 A3007 RMK AO2
Other Airports:
METAR KTRM 031652Z AUTO 00000KT 10SM CLR 21/05 A3006 RMK AO2 SLP182 T02060050 PWINO PNO $
METAR KTRM 031752Z AUTO 00000KT 10SM CLR 23/03 A3004 RMK AO2 SLP174 6//// T02280033 10228 20083 58007 PWINO PNO $
METAR KIPL 031653Z AUTO 00000KT 10SM CLR 19/09 A3007 RMK AO2 SLP182 T01890094
METAR KIPL 031753Z AUTO 00000KT 10SM CLR 22/06 A3006 RMK AO2 SLP177 T02170061 10222 20111 58003
METAR KNJK 031656Z 31005KT 10SM FEW250 20/07 A3009 RMK SLP204 T02000072
METAR KNJK 031756Z 00000KT 10SM FEW250 22/07 A3008 RMK AO2 SLP200 T02170067 10217 20111 58002 $
(3) Area Forecast Discussion:
895
FXUS66 KSGX 031032
AFDSGX
Area Forecast Discussion
National Weather Service San Diego CA
232 AM PST Tue Nov 3 2026
.SYNOPSIS...
Fair and cool weather will continue through Thursday. Except
there is a slight chance of showers mainly in southwest San Diego
County tonight. High pressure aloft and offshore flow will bring
gradually warmer and dry weather Thursday into the weekend. For
this weekend, temperatures will climb well above normal,
especially near the coast, and offshore breezes and locally
stronger Santa Ana winds are likely for foothills and some inland
valleys.
&&
.DISCUSSION...FOR EXTREME SOUTHWESTERN CALIFORNIA INCLUDING ORANGE...
SAN DIEGO...WESTERN RIVERSIDE AND SOUTHWESTERN SAN BERNARDINO
COUNTIES...
It`s a mostly clear and tranquil morning, with a few high clouds
floating by and a few low clouds off the coast. A low pressure
trough zipping west to east through northern CA will bring more
high clouds today and more low clouds tonight into Wednesday. In
fact, the low clouds could generate a few light showers in
southwest San Diego County this evening through about sunrise
Wednesday. This trough will also enhance onshore winds in the
coastal waters, the mountains, and the deserts mainly this
evening. Isolated strongest gusts should reach around 35-40 mph in
the mountains and deserts. The trough exits to the east but it is
followed by only timid high pressure and some very weak offshore
flow. A high pressure ridge over the West Coast amplifies on
Friday and Saturday. This will boost temperatures by virtue of the
higher pressure, but also from stronger offshore flow, which will
favor the warming closer to the coast. That offshore flow will
produce some winds, maybe some legit Santa Ana winds, in foothills
and some adjacent valleys. Offshore winds right now look most
likely and strongest on Saturday and Sunday mornings, when top
gusts could reach 40 mph. This is a rough estimate for now, and
the wind picture will become clearer in coming days. High
temperatures Saturday and Sunday near the coast and in western
valleys will soar well into the 80s, about 5-15 degrees above
normal. That will produce a moderate HeatRisk in those areas.
However, the air will be dry, allowing for efficient cooling
during the long nights, especially where winds calm. All this will
mitigate the heat risks. The ridge aloft and the offshore flow
begin to weaken by Monday as a strong jet drives a longwave trough
eastward across the Pacific.
&&
.AVIATION...
031030...Widespread VFR conditions expected through late this
afternoon, with SCT to BKN clouds AOA 20kft at times through late
Tue. SCT-BKN clouds around 3000 to 5000 ft MSL move into San Diego
Co and south Orange/Riverside counties after 00Z Wed. Likely (60+%
chance) these will be above 3000 ft for the most part, but dips to
2500-3000 ft MSL are possible, especially in southern SD County.
Areas of -DZ/-RA are likely for coastal San Diego Co after 06Z Wed,
most likely in south county, but aren`t expected to lead to any
decrease in vis. Clouds start to scatter out around 15Z Wed.
&&
.MARINE...
Weak winds expected tonight through this morning, before onshore
winds strengthen into this afternoon and evening, with gusts in the
outer coastal waters 20 to 25 knots through early Wednesday morning.
Winds will lead to rough, choppy seas. A Small Craft Advisory for
this hazard is in effect this afternoon through early morning
Wednesday.
&&
.BEACHES...
Tides will increase at the end of the week, reaching 7 ft as early
as Thursday in Orange County and Friday in San Diego County. Tides
will peak over the weekend into early next week at 7.5-7.7 ft. Minor
coastal flooding is possible. We`re monitoring the potential for an
incoming west swell of 3 ft from 290 with a 14-16 second period. If
this swell materializes, max surf of 6 to 7 feet are possible, which
would increase the flood potential on west facing beaches.
Reminder, tides mentioned have been corrected to reflect the current
trends in actual tide observations.
&&
.SKYWARN...
Skywarn activation is not requested. However weather spotters are
encouraged to report significant weather conditions.
&&
.SGX WATCHES/WARNINGS/ADVISORIES...
CA...None.
PZ...Small Craft Advisory from 1 PM this afternoon to 4 AM PST
Wednesday for Waters from San Mateo Point to the Mexican
Border Extending 10 to 60 nm out including San Clemente
Island.
&&
$$
PUBLIC...MM
AVIATION/MARINE/BEACHES...CSP- Additional Information:
According to the NTSB: "Prevent Loss of Control in Flight in General Aviation"
What is the issue?
While airline accidents have become relatively rare in the U.S., pilots and passengers involved in general aviation (GA) operations still die at alarming rates every year due to loss of aircraft control by the pilot.
Losing control hundreds or thousands of feet above the ground presents unique and at times, fatal challenges; between 2001 and 2011, over 40 percent of fixed wing GA fatal accidents occurred because pilots lost control of their airplanes.
GA pilot proficiency requirements are much less rigorous than those of airline pilots. GA pilots are much more likely to have longer intervals between training sessions and longer intervals between flights.
GA pilots typically need to complete a flight review, consisting of 1 hour of ground training and 1 hour of flight training, every 24 months. They almost exclusively maintain and improve skills on their own, and their conduct of safe flight depends more on individual abilities and judgment, potentially leaving them unprepared for situations that can lead to loss of control.
Statistically, approach to landing, maneuvering, and climb are the deadliest phases of flight for loss of control accidents.
For example, on August 9, 2013, in East Haven, Connecticut, while attempting a circling approach in and out of clouds during gusty wind conditions, a Rockwell International 690B entered an inadvertent aerodynamic stall/spin and crashed into a house, resulting in the deaths of two children in the house. In another example, on December 12, 2013, near Collbran, Colorado, while maneuvering at low altitude looking for lost cattle, a Piper PA 24-250 entered an inadvertent aerodynamic stall/spin and impacted terrain, resulting in three fatalities onboard the airplane. And, on December 29, 2012, near Lakeside, California, while the non-instrument-rated pilot was climbing an experimental amateur-built Lancair IV-P through cloud layers, the airplane entered an inadvertent aerodynamic stall/spin and completed seven 360-degree revolutions before impacting the ground, resulting in three fatalities onboard the airplane.
What can be done?
Pilots should avoid conditions that can lead to an aerodynamic stall, especially situations approaching wing critical angle of attack (AOA) and/or decreasing airspeed. This is particularly true at low altitudes, where pointing the nose of the airplane down – an effective recovery technique at higher altitudes – can be a limited option for recovery.
Pilots should seek training to ensure that they fully understand stall phenomena, including AOA concepts, and how elements such as weight, center of gravity, turbulence, maneuvering loads, and other factors affect an airplane’s stall characteristics.
Pilots should:
be prepared to recognize the warning signs of an impending stall, and be able to apply appropriate recovery techniques before stall onset.
be honest with themselves about their knowledge level of stalls, and their ability to recognize and handle them.
utilize aeronautical decision making (ADM) techniques and flight risk assessment tools during both preflight planning and inflight operations.
manage distractions so that they do not interfere with situational awareness.
understand, properly train, and maintain currency in the equipment and airplanes they operate. They should take advantage of available commercial trainer, type club and transition training opportunities.
Airplane owners should consider installing an AOA indicator, which, coupled with pilot understanding and training on how to best use it, can enhance situational awareness during critical or high-workload phases of flight. FAA, aviation advocacy groups, type clubs, and manufacturers, including kit manufacturers, should create and maintain educational initiatives that include general principals, best practices, and operational specifics as they relate to loss of control.
All stakeholders should recognize the importance of their roles in the reduction of loss of control accidents. However, individual pilots remain the critical pieces to that reduction, with both the ultimate responsibility and the ultimate opportunity to reduce these needless accidents through ongoing education, flight currency, self-assessment, and vigilant situational awareness in the cockpit.
