San Francisco Bay Area Aviation Accident Attorney

Attorney Michael Rehm — (800) 978-0754

Aviation Accidents Across the San Francisco Bay Area

The San Francisco Bay Area encompasses nine counties — Alameda, Contra Costa, Marin, Napa, San Francisco, San Mateo, Santa Clara, Solano, and Sonoma — plus Monterey County to the south. Across that geography, commercial carriers, regional airlines, charter operators, general aviation pilots, flight schools, air ambulances, helicopters, and drones all share some of the most complex airspace in the country. Northern California Terminal Radar Approach Control (NorCal TRACON), operating out of Sacramento, manages approach and departure sequencing for San Francisco International Airport (SFO), Oakland International Airport (OAK), and San Jose International Airport (SJC), among others. The altitude, terrain, coastal fog, marine layer, and instrument approach frequency across Bay Area airports create conditions that the National Transportation Safety Board (NTSB) has investigated in hundreds of accidents over the past four decades.

Attorney Michael Rehm represents people injured in aviation accidents throughout the San Francisco Bay Area and the rest of California. The cases involve passengers, bystanders, surviving family members, and ground crew. The responsible parties include pilots, maintenance providers, aircraft manufacturers, airport operators, charter companies, airlines, and in some cases the federal government. Each type of claim follows a distinct legal framework, and the deadlines are strict.

Bay Area Airports and the NTSB Record

The following is a county-by-county overview of the major general aviation and commercial airports in the Bay Area region, with reference to NTSB investigation records. All data is drawn from the NTSB's CAROL accident database. These are historical investigation records; they do not represent a statement about current airport safety conditions.

San Francisco County

San Francisco International Airport (SFO), operated by the City and County of San Francisco, is one of the busiest commercial airports on the West Coast, handling millions of passengers annually on domestic and international routes. The most significant accident in the NTSB's SFO record is the July 6, 2013 Asiana Airlines Boeing 777-200ER crash on approach to Runway 28L, documented as NTSB Accident Report No. DCA13MA120. The NTSB determined the probable cause was the flight crew's mismanagement of the visual approach and unintended deactivation of the autothrottle. Three passengers were killed; approximately fifty others sustained serious injuries; the aircraft was destroyed. The full board report, NTSB/AAR-14/01, was published in 2015. Additional NTSB investigations in the San Francisco area include a 1983 fatal ramp incident in which a station agent was struck by a rotating propeller (LAX83FA076) and a 1985 uncontrolled descent from FL410 aboard a China Airlines 747 that resulted in two serious injuries (DCA85AA015).

Alameda County

Oakland International Airport (OAK), operated by the Port of Oakland, serves commercial and cargo traffic on the east side of San Francisco Bay. NTSB investigations in the Oakland area include a March 1987 mid-air collision between two general aviation aircraft at the airport, documented as NTSB Accident Report No. DCA87MA023, with three fatalities and one serious injury — the full board report is NTSB/AAR-8709. A 1998 accident in which a Cessna T210L crashed into a Castlemont High School cafeteria following fuel starvation during a low-altitude aerial maneuver is documented as LAX99FA038.

Hayward Executive Airport (HWD), operated by the City of Hayward, is a general aviation reliever airport in southern Alameda County. The NTSB has investigated nine fatal accidents in the Hayward area since 1982, with eleven fatalities across those events. They include a 2019 Robinson R44 helicopter crash (WPR19FA188), a 2016 twin-engine Piper failure following water-contaminated fuel (WPR16FA126), and a 1993 Bell 206B helicopter crash attributed to continued VFR flight into instrument meteorological conditions (LAX93FA093). A 1984 serious-injury accident (LAX84LA165) resulted in four occupant injuries. In the 2006 Hayward accident (LAX06LA213), the NTSB found a passenger died after failing to see and avoid the rotating propeller of a parked aircraft — a category of ground-level injury that falls squarely within airport premises liability.

Livermore Municipal Airport (LVK), operated by the City of Livermore in the Tri-Valley, has the highest concentration of NTSB-investigated fatal accidents of any general aviation airport in the Bay Area dataset. Since 1982, the NTSB has investigated sixteen fatal accidents in the Livermore area involving thirty fatalities. Causes include VFR flight into instrument meteorological conditions, fuel system failures, loss of control during maneuvering, and engine failures on departure. A May 1994 accident (SEA94FA121) involving an Aero Commander with four fatalities was attributed in part to a fuel system leak combined with inadequate preflight inspection. The NTSB investigated four separate fatal accidents at or near Livermore involving four or more fatalities each. A May 2022 serious-injury accident (WPR22LA174) involved a Bell 407 helicopter in which the NTSB found the pilot inadvertently selected engine idle mode in flight, reducing rotor and engine power — a cockpit design and crew training issue relevant to both negligent operation and product liability claims.

Contra Costa County

Buchanan Field Airport (CCR) in Concord is operated by Contra Costa County. It is the primary general aviation airport serving the East Bay. The NTSB has investigated eight fatal accidents in the Concord area since 1982, producing twenty-four fatalities — the second-highest fatality count of any airport in this dataset. The single most consequential accident was December 23, 1985 (LAX86MA074), in which a Beech 95-A55 crash resulted in seven fatalities and seventeen serious injuries — the largest single-event injury total in the Bay Area dataset. A July 1984 Piper PA-31T crash (LAX84MA392) produced six fatalities. A December 2006 instrument approach accident (LAX07FA059) killed four after the pilot failed to follow prescribed instrument approach procedures and did not maintain adequate airspeed. A 2004 serious-injury accident at Buchanan Field (LAX04FA187) was attributed to improper maintenance repair procedures and the use of improper parts — a straightforward negligent maintenance claim.

Byron Airport (C83) is a general aviation airport in eastern Contra Costa County operated by the East Bay Regional Park District. It serves a significant glider and aerobatic training community. The NTSB has investigated five fatal accidents in the Byron area since 1982, with seven total fatalities. These include a 2020 tow-plane accident during glider operations (WPR20LA141) and a 2012 aerobatic aircraft crash attributed to stall and spin during maneuvering (WPR13FA022).

San Mateo County

San Carlos Airport (SQL), operated by the County of San Mateo, is a towered general aviation airport on the Peninsula. In March 2009, a Piper PA-28-235 on a Young Eagles youth introduction flight experienced a total loss of engine power immediately after takeoff, impacting marsh terrain near Steinberger Slough with four serious injuries (WPR09LA169). The NTSB was unable to identify a pre-accident mechanical cause after a full teardown inspection, leaving the loss of power undetermined. The aircraft was owned by the Flying Veterans Club of San Francisco.

Half Moon Bay Airport (HAF), operated by San Mateo County, sits on the coastal bluff west of the Santa Cruz Mountains. The marine layer, coastal terrain, and proximity to the ocean create instrument meteorological conditions that the NTSB has linked to multiple fatal accidents at this airport. Nine fatal accidents in the Half Moon Bay area have resulted in twenty fatalities since 1982. Spatial disorientation in dark night conditions is a recurring probable cause. In January 2024, a homebuilt Cozy MK IV departed Half Moon Bay into night IMC and struck the ocean, killing all four aboard (WPR24FA073). A May 1998 accident (LAX98LA172) similarly attributed four fatalities to a non-instrument-rated pilot's loss of control due to spatial disorientation at night. A June 1994 accident (LAX94LA261) added two more fatalities to the same pattern.

Palo Alto Airport of Santa Clara County (PAO), operated jointly by the cities of Palo Alto and East Palo Alto, is a non-towered general aviation airport adjacent to San Francisco Bay. In September 2021, a Beech 58 Baron departed Palo Alto after a fueler incorrectly pumped Jet A fuel into an Avgas-only aircraft, causing both engines to lose power on climbout (WPR21LA342). The pilot executed a forced landing, and one occupant sustained serious injuries. The NTSB found the fueler did not notice the Avgas-only label and did not follow the company's fueling checklist. This is a straightforward third-party negligence claim against the fuel provider. A December 1986 Beech E-55 crash at Palo Alto resulted in six fatalities (LAX87FA069).

Santa Clara County

San Jose International Airport (SJC) and Reid-Hillview Airport of Santa Clara County (RHV) serve the South Bay. SJC handles commercial airline traffic and is operated by the City of San Jose; Reid-Hillview serves general aviation and is operated by Santa Clara County. The NTSB has investigated twelve fatal accidents in the San Jose area since 1982, with twenty-three fatalities. A December 1995 accident (LAX96FA078) resulted in two fatalities after the NTSB found the air traffic controller failed to comply with procedures contained in the Air Traffic Control Handbook — a federal employee acting within the scope of employment, placing this claim under the Federal Tort Claims Act (28 U.S.C. § 1346(b)). In October 1999, a McDonnell Douglas 500N helicopter crashed near SJC after the NTSB found the in-flight loss of control resulted from the failure and separation of the forward thruster control cable telescoping joint — a product defect claim (LAX00GA025). A June 1982 Cessna 320B crash near SJC produced three fatalities (LAX82AA235).

Marin County

Gnoss Field (DVO) in Novato is operated by the County of Marin. It serves general aviation traffic in the North Bay. The NTSB has investigated five fatal accidents in the Novato area since 1982. In addition, a March 1999 serious-injury accident (LAX99LA135) at Gnoss Field is notable for what the NTSB found about the airport itself: the investigation documented that drainage ditches and levees within the federally required Obstacle Free Zone rose approximately three feet above grade, violating FAA Advisory Circular AC 150/5300-13, and that the airport had failed to follow proper procedure in ensuring adequate obstacle clearance. Airport design and maintenance failures create direct liability exposure for the airport operator.

San Rafael Airport (CA35), a small general aviation airstrip in Marin County, has been the site of four NTSB-investigated accidents since 1982. In July 2023, a Cessna 172N returning to San Rafael from Nevada lost engine power on approach after carburetor ice accumulated during a prolonged descent without carburetor heat application. The aircraft struck a powerline and impacted a water canal near the runway, killing one passenger and seriously injuring the pilot (WPR23FA258).

Sonoma County

Charles M. Schulz Sonoma County Airport (STS) in Santa Rosa is operated by the County of Sonoma and handles commercial regional service as well as general aviation. The NTSB has investigated seven fatal accidents in the Santa Rosa area since 1982, resulting in eleven fatalities. A January 2016 accident (WPR16FA059) killed two after the NTSB found the pilot failed to maintain aircraft control during an instrument approach in night IMC conditions. A 1994 serious-injury accident (LAX94LA136) at Sonoma County Airport involved a flight instructor struck by a propeller after exiting an aircraft with the magneto switch in the on position — a ground operations safety failure that falls within the airport operator's duty of care.

Petaluma Municipal Airport (O69) is a general aviation airport operated by the City of Petaluma. The NTSB has investigated twelve fatal accidents in the Petaluma area since 1982, producing eighteen fatalities. VFR flight into instrument meteorological conditions is the dominant cause pattern across the fatal record. A 2018 accident (WPR18FA150) killed two when a partial engine failure on initial climb was attributed to a loose magneto. A February 2016 accident (WPR16LA070) involved a commercial hot air balloon sightseeing flight in which a child passenger sustained serious injuries when the pilot misjudged wind conditions on approach to a field landing.

Napa County

Napa County Airport (APC) in Napa is operated by the County of Napa. It handles general aviation and limited commercial traffic, and is also a base for aerial agricultural operations serving the wine country. The NTSB has investigated seven fatal accidents in the Napa area since 1982, with eleven fatalities. On August 7, 1990, the NTSB investigated four separate hot air balloon accidents in the Napa area on the same day, each attributed to the flight's encounter with a probable microburst weather phenomena with downdrafts and winds beyond aircraft performance capability (LAX90LA277, LAX90LA278, LAX90LA279, LAX90LA280). Each resulted in at least one serious injury. The cluster illustrates how a single meteorological event can generate multiple parallel claims involving the same conditions.

Solano County

Nut Tree Airport (VCB) in Vacaville is operated by the City of Vacaville in Solano County. Travis Air Force Base (KSUU), also in Solano County, is a major active-duty installation and generates its own category of aviation accident exposure. Claims involving Travis Air Force Base aircraft or personnel may implicate the Federal Tort Claims Act rather than California tort law. The NTSB has investigated three fatal accidents in the Vacaville area since 1982, with four fatalities. A March 1991 accident (LAX91FA138) killed two after the pilot continued VFR night flight under low clouds and failed to maintain sufficient altitude over rising terrain. ATC was a contributing factor — the controller inaccurately confirmed to the pilot that the terrain ahead was flat when it was not.

Monterey County

Monterey Regional Airport (MRY) in Monterey is operated by the City of Monterey and serves commercial regional service alongside general aviation. The NTSB has investigated ten fatal accidents in the Monterey area since 1982, with twenty-four fatalities. A July 2021 accident (WPR21FA270) killed two when the NTSB found spatial disorientation during an instrument departure procedure. A July 1987 accident (LAX87FA281) killed four after the pilot lost control executing a missed approach. A February 2001 serious-injury accident (LAX01LA105) involved an SkyWest Airlines Embraer 120 on which moisture contamination of the elevator trim actuators caused them to freeze at altitude, resulting in an abrupt pitch change and one serious injury — a maintenance and airworthiness claim against the carrier and potentially the manufacturer.

Watsonville Municipal Airport (WVI) in Santa Cruz County serves the Monterey Bay area with general aviation and agricultural operations. The NTSB has investigated seven fatal accidents in the Watsonville area since 1982, with fourteen fatalities. In August 2022, a mid-air collision during a straight-in approach to Watsonville killed three people aboard a Cessna 152 (WPR22FA309). The NTSB found the pilot of the multi-engine airplane failed to see and avoid the single-engine aircraft. In July 2011, four people died when a Mooney M20F stalled and spun after the pilot departed toward a nearby low cloud layer (WPR11FA316).

Who Can File a Claim After a Bay Area Aviation Accident

California law identifies two distinct causes of action following a fatal aviation accident. A wrongful death action under Code of Civil Procedure § 377.60 belongs to the surviving spouse or domestic partner, children, and in some cases grandchildren or others who were dependent on the decedent. A survival action under Code of Civil Procedure § 377.30 is brought by the decedent's estate and covers damages the decedent could have recovered had they survived, including pre-death pain and suffering under the expanded recovery available after the enactment of AB 447. Both claims can be brought simultaneously, and they serve distinct purposes.

For survivors who were injured but not killed, the personal injury claim belongs to the injured person directly. Passengers aboard commercial flights, charter aircraft, air ambulances, and sightseeing operations who are injured have claims against the carrier and potentially the aircraft manufacturer, the maintenance provider, and the airport operator depending on the facts. Bystanders injured by a crashing aircraft or debris have claims arising from the same negligence theories. Ground crew and ramp workers injured by propellers, jet blast, or tow operations have both workers' compensation rights and potential third-party claims against aircraft operators or other responsible parties.

Liability in Bay Area Aviation Cases

Pilot Error and Negligent Operation

The majority of general aviation fatal accidents investigated by the NTSB involve pilot error as the primary probable cause. Continuing VFR flight into instrument meteorological conditions — the pattern documented across Petaluma, Livermore, Napa, and Santa Rosa — represents a foreseeable and preventable risk. A pilot who lacks an instrument rating and flies into clouds violates 14 C.F.R. § 91.155, which sets the minimum visibility and cloud clearance requirements for visual flight. Violation of a Federal Aviation Regulation is evidence of negligence per se under California Evidence Code § 669. A pilot's failure to maintain airspeed, failure to execute a proper missed approach, or failure to apply carburetor heat as required by the aircraft's operating handbook each constitutes a breach of the duty of care owed to passengers and others. Aircraft renters, flying clubs, and flight schools that allow under-qualified pilots to operate aircraft may bear liability alongside the pilot under theories of negligent entrustment.

Negligent Maintenance and Fueling Errors

The September 2021 Palo Alto accident (WPR21LA342) is a textbook fueling negligence case: a certified fueler pumped Jet A into an Avgas-only aircraft, ignoring the labeled fuel port and bypassing the company's own checklist. Both engines lost power on climb. Civil Code § 1714 imposes a duty of ordinary care on anyone whose negligence causes injury to another. A fueling company operating at a Bay Area airport owes that duty to every occupant of every aircraft it services. The same duty applies to certificated aircraft mechanics performing maintenance under 14 C.F.R. Part 43. The 2004 Buchanan Field serious-injury accident (LAX04FA187) illustrates the stakes: the NTSB found a loss of engine power was caused by improper maintenance repair procedures and the use of improper parts. When a maintenance error grounds an aircraft at low altitude, the injury consequences are the same as a crash — because they are.

Airport Owner and Operator Liability

Bay Area airports span a range of operators: San Francisco International Airport (SFO) is operated by the City and County of San Francisco; Oakland International Airport (OAK) is operated by the Port of Oakland; San Jose International Airport (SJC) is operated by the City of San Jose; Hayward Executive Airport (HWD) is operated by the City of Hayward; and Buchanan Field Airport (CCR) is operated by Contra Costa County. Gnoss Field (DVO) is operated by the County of Marin. All are public entities subject to the California Tort Claims Act.

A public entity's liability for airport design and maintenance failures is governed by Government Code § 835, which imposes liability when property is in a dangerous condition that creates a foreseeable risk of injury. The Gnoss Field accident (LAX99LA135) illustrates this directly: the NTSB found the airport had failed to maintain required obstacle-free clearance around its runway in violation of FAA Advisory Circular AC 150/5300-13, with drainage ditches and levees rising approximately three feet within the required clear zone. The airport's failure to correct a known design deficiency is the type of condition on which a dangerous condition claim under Government Code § 835 is built. Public entity airports are also responsible for the acts of their employees under Government Code § 815.2.

Claims against any public entity airport in the Bay Area require a government tort claim under Government Code § 911.2 to be filed within six months of the incident. This deadline runs concurrently with — and is shorter than — the two-year statute of limitations under Code of Civil Procedure § 335.1. Missing the six-month government claim deadline can potentially bar a lawsuit against the public entity. Tolling doctrines may apply depending on the facts — contact Attorney Michael Rehm to assess the specific timeline in your case.

Airline and Charter Operator Liability

California Public Utilities Code § 2100 defines a common carrier as one who offers transportation to the general public for compensation. Under Public Utilities Code § 2101, a common carrier of persons for compensation is required to use the utmost care and diligence for the safe carriage of passengers. This is a higher standard than ordinary negligence. Commercial airlines operating at SFO, OAK, SJC, and MRY are common carriers. Charter operators, air taxis, and sightseeing companies operating for compensation may also qualify. The February 2016 Petaluma hot air balloon accident (WPR16LA070) involved a commercial revenue sightseeing flight — that operator is held to the common carrier standard under California law. The SkyWest Embraer 120 accident at Monterey (LAX01LA105) involved a scheduled air carrier — that claim arises against both the carrier under common carrier liability and potentially the aircraft manufacturer for the defective trim actuators.

Air Traffic Control Error

Air traffic control in the Bay Area is provided by Federal Aviation Administration personnel. NorCal TRACON manages approach and departure sequencing for the region's primary airports. ATC facilities at SFO, OAK, SJC, and other towered airports are staffed by federal employees. Claims arising from ATC error are brought under the Federal Tort Claims Act (28 U.S.C. § 1346(b)) against the United States, not against the individual controller. The December 1995 San Jose accident (LAX96FA078) shows what an ATC-caused aviation accident looks like in NTSB findings: the NTSB concluded the failure of the air traffic controller to comply with procedures in the Air Traffic Control Handbook was a cause of the accident, which killed two people. The Vacaville accident (LAX91FA138) adds another dimension: the controller inaccurately confirmed flat terrain when rising terrain lay ahead — a fatal operational error.

FTCA claims require an administrative claim filed with the FAA on Standard Form 95 within two years of the accident under 28 U.S.C. § 2401(b). The government then has six months to respond. If the claim is denied or not resolved, suit can be filed in federal district court within six months of the denial. The government may raise the discretionary function exception as a defense in cases where it argues the conduct involved policy-level judgment rather than operational execution — but the exception does not apply to failures to follow mandatory ATC procedures.

Aircraft Manufacturer Product Liability

When a design defect, manufacturing defect, or failure to warn contributed to a Bay Area aviation accident, the aircraft or component manufacturer may bear liability regardless of pilot conduct. The October 1999 San Jose accident (LAX00GA025) — in which the NTSB found the in-flight loss of control resulted from the failure and separation of a forward thruster control cable telescoping joint on a McDonnell Douglas 500N helicopter — is a product liability case. The May 2022 Livermore accident (WPR22LA174), in which the NTSB found a Bell 407 pilot inadvertently selected engine idle, raises questions about cockpit design and whether the control interface created an unreasonable risk of misuse.

Manufacturers of general aviation aircraft older than eighteen years may invoke the General Aviation Revitalization Act (GARA) as a defense to product liability claims. GARA's eighteen-year repose period has statutory exceptions: the aircraft was used for commercial purposes; the claimant is a passenger who did not receive compensation; or a new component was installed. Whether GARA applies, and whether an exception defeats the defense, requires case-specific analysis.

Government Aircraft and Federal Claims

Travis Air Force Base in Fairfield and Moffett Federal Airfield in Mountain View (operated by NASA) generate military and federal aviation operations across the Bay Area. Claims involving active-duty military personnel for injuries incident to service may be barred by the Feres doctrine, which the government may raise as a defense. Whether Feres applies turns on the specific facts of the claimant's relationship to the military at the time of injury — it does not apply to civilian contractors, dependents, or bystanders. Claims against NASA as a federal operator are brought under the FTCA following the same administrative claim procedure.

Federal Aviation Law and Bay Area Aviation Claims

Federal law occupies the field of aviation safety regulation. The Federal Aviation Act, codified at 49 U.S.C. § 40103, grants the United States exclusive sovereignty over its airspace. 49 U.S.C. § 40120(c) preserves state tort remedies — federal safety regulation does not preempt California personal injury and wrongful death claims. A plaintiff can bring a California tort action based on a pilot's violation of Federal Aviation Regulations, using FAR violations as evidence of negligence per se under Evidence Code § 669.

For international flights operating through San Francisco International Airport (SFO), the Montreal Convention governs claims arising from death or bodily injury to passengers. The Montreal Convention preempts state tort law claims for international air travel but provides its own cause of action. Under Article 17, air carriers face strict liability for passenger injuries up to 113,100 Special Drawing Rights (SDR) — verify the current SDR equivalent at the International Monetary Fund at the time of any specific claim, as the rate fluctuates. Above that threshold, the carrier's liability is not capped if it cannot establish that it took all reasonable measures to avoid the damage or that it was impossible to take such measures. For serious injuries sustained on international flights through SFO — including the Asiana Airlines accident — the Montreal Convention framework, not California negligence law, governs the claim structure.

Filing Deadlines for Bay Area Aviation Claims

California's personal injury statute of limitations is two years from the date of injury under Code of Civil Procedure § 335.1. For wrongful death claims, the same two-year period applies, running from the date of death. Missing this deadline can potentially bar a lawsuit. Tolling doctrines may apply — including the discovery rule, minority tolling for injured children, and mental incapacity tolling. Contact Attorney Michael Rehm to assess the specific timeline in your case.

Three separate shorter deadlines apply in Bay Area aviation cases. First, claims against any public entity airport operator — SFO (City and County of San Francisco), OAK (Port of Oakland), SJC (City of San Jose), HWD (City of Hayward), CCR (Contra Costa County), DVO (County of Marin), APC (County of Napa), STS (County of Sonoma), MRY (City of Monterey), LVK (City of Livermore) — require a government tort claim under Government Code § 911.2 within six months of the incident. Second, FTCA claims against the federal government require an administrative claim filed with the FAA within two years. Third, Montreal Convention claims for international flight injuries must be filed within two years of the date of arrival at the destination or the date on which the aircraft ought to have arrived.

None of these deadlines are self-executing, and whether a particular deadline applies, has run, or is subject to tolling requires individual analysis of the specific facts.

Attorney Michael Rehm represents aviation accident victims throughout the San Francisco Bay Area and California on a contingency fee basis. No fee without a recovery. Call (800) 978-0754 to arrange a free consultation.

The information on this page is general legal information, not legal advice, and does not create an attorney-client relationship. Every case turns on its own facts. The law can change — statutes are amended, cases are decided, and regulations are revised; nothing on this page should be relied upon as a statement of current law without verification. Deadlines and legal bars discussed on this page are general guides — whether a particular deadline applies, has run, or is subject to tolling, and whether a particular doctrine bars or limits recovery in your case, requires individual analysis. Contact Attorney Michael Rehm to discuss the specific facts of your situation.