Oceanside Municipal Airport, Oceanside, CA

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Airport Area Accident History:
Accident occurred Saturday, August 09, 2008 in Oceanside, CA
Probable Cause Approval Date: 9/26/2008
Aircraft: Cessna 152, registration: N46974
Injuries: 2 Minor.
The pilot and pilot-rated passenger rented the airplane for a personal cross-country flight to build flight time. The trip consisted of a 261-nautical mile (nm) leg, a refueling stop, and a 271-nm leg. After completing the first leg, the airplane was refueled with 25 gallons of aviation fuel. During the second leg, as the airplane reached a position about 10 nm from the destination airport, the engine lost power. The pilot restarted the engine, and it ran for a few minutes before losing power again. The pilot was unfamiliar with the area and did not see the destination airport until the airplane was directly over the airport. He realized the airplane was too high and added full flaps and "started to side-slip the airplane to lose our excessive altitude." Initially, the pilot maneuvered the airplane for a landing on runway 06; however, he was still too high, so he executed a 180-degree turn and landed on runway 24. The airplane touched down near the
departure end of the runway, overran the pavement, and encountered an embankment. The right wing sustained structural damage. Federal Aviation Administration (FAA) personnel examined the airplane and reported that the fuel tanks were intact, the left wing fuel tank was dry, and the right wing fuel tank contained about 0.5 gallons of fuel. The fuel capacity of the airplane was 26 gallons, with 24.5 gallons of usable fuel.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

A loss of engine power due to fuel exhaustion that was caused by the pilot's inadequate fuel consumption calculations and failure to refuel the airplane en route.

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Accident occurred Sunday, June 22, 2008 in Oceanside, CA
Aircraft: Cessna 172S, registration: N2436F
Injuries: 2 Fatal, 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On June 22, 2008, about 1710 Pacific daylight time, a Cessna 172S, N2436F, impacted the Pacific Ocean about 2.5 miles west of Oceanside, California. San Diego Flight Training International, Inc., operated the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal rental flight. The pilot and one passenger are presumed to have been killed; another passenger sustained serious injuries, and was rescued by nearby boaters. The airplane has not been located and is presumed destroyed. The flight departed Long Beach Airport (Daugherty Field - LGB), Long Beach, California, with a planned destination of Montgomery Field (MYF), San Diego, California. Visual meteorological conditions prevailed for the flight, and no flight plan had been filed.

The accident pilot was in radio contact with a company airplane, which was flying in trail of the accident airplane. According to the two airborne witnesses, the accident pilot reported that he was going to place the airplane in a spin. The airborne witnesses observed the airplane set up for the stall/spin maneuver, enter the stall and spin, and then the pilot recovered from the maneuver. Following the recovery from the maneuver, the accident pilot reported that he was going to perform another stall/spin maneuver. The airborne witnesses watched as the airplane climbed to about 7,000 feet, where the accident pilot commenced with the maneuver. The airborne witness stated that the airplane entered into a spin and spun all the way until it impacted with the water. The airplane was in a nose down attitude when it stuck the water.

The United States Coast Guard (USCG) conducted a search for the victims and the airplane. USCG personnel responded to the latitude/longitude coordinates provided by the airborne witnesses. No debris field was present. A search was conducted; however, at this time USCG has suspended their search efforts.

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Accident occurred Tuesday, August 07, 2007 in Oceanside, CA
Probable Cause Approval Date: 11/29/2007
Aircraft: Cessna 421B, registration: N968J
Injuries: 2 Uninjured.
According to the pilot, he had recently purchased the airplane in Greenville, Mississippi. The airplane had not been flown for several years prior to the purchase, and an annual inspection was completed on the airplane on July 15, 2007. On the morning of the accident, the pilot departed Greenville in the airplane for a cross country flight to his home in California. The accident occurred during landing on the last leg of the flight. During the landing rollout, the right main landing gear collapsed. The pilot was unable to maintain directional control of the airplane, and it departed the right side of the runway and collided with a fence. The reason for the right main landing gear collapsing was not determined.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The collapse of the right main landing gear during the landing roll for undetermined reason, which resulted in a loss of directional control and collision with a fence.

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Accident occurred Monday, June 18, 2007 in Oceanside, CA
Probable Cause Approval Date: 5/28/2008
Aircraft: Cessna 177RG, registration: N2144Q
Injuries: 1 Minor, 1 Uninjured.
During the first flight after installation of an overhauled engine, overhauled propeller and overhauled propeller governor, the airplane's engine lost power, and the pilot made a forced landing on an interstate highway in a major metropolitan area. During the landing, the airplane's left wing struck a car. The pilot stated that he selected the highway as a landing area "as everything else was rooftops." Examination of the engine revealed an uncontained catastrophic failure of the number four connecting rod. There was significant heat distress at the number four connecting rod, and adjacent components consistent with lack of oil lubrication. The oil dipstick did not register any oil in the sump, and a significant oil film was on the firewall and belly. The propeller governor was found installed contrary to the engine manufacturer's Parts Catalog and Service Instructions. A single gasket was used to mount the governor instead of the required plate
sandwiched between two gaskets. A clear and evident oil path was seen from the edge of the single gasket. The improper governor installation allowed engine oil to leak overboard, resulting in a loss of lubrication and failure of the number four connecting rod.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The improper installation of the propeller governor (gasket) by maintenance personnel, which resulted in a oil exhaustion induced total loss of engine power. Contributing to the accident was the lack of suitable terrain for the forced landing.

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Accident occurred Saturday, October 15, 2005 in Oceanside, CA
Probable Cause Approval Date: 2/28/2006
Aircraft: Harmel RV6A, registration: N221MH
Injuries: 2 Uninjured.
The airplane porpoised on landing and nosed over after separation of the nose wheel. The pilot said he was on final approach at 70 mph over the runway numbers. He leveled out the airplane for touchdown and believed his main landing gear were on the ground for about 100 yards; however, he was mistaken, and in fact, the airplane had not touched down. He released backpressure on the elevator control believing he was on the ground and the airplane's nose wheel touched down on the runway and the airplane began to porpoise. The pilot attempted to ride out the ensuing oscillations, but they only worsened. The nose wheel broke off and the airplane drifted to the right side of the runway where it exited the paved surface. The nose landing gear strut dug into the dirt and the airplane nosed over.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the pilot-induced oscillations encountered on landing following the pilot's misjudged landing flare and premature release of elevator backpressure during touchdown.

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Accident occurred Friday, November 25, 2005 in Rancho Santa Fe, CA
Probable Cause Approval Date: 3/28/2006
Aircraft: Cameron Balloons N-180, registration: N4506B
Injuries: 12 Uninjured.
The balloon collided with a tree while attempting to land during a revenue sightseeing flight. The pilot said that he was descending to land in a golf course at the time of the accident and collided with a tree short of the intended landing zone after inadvertently shutting off the number 2 burner. The crossover valve for that burner is in close proximity to the burner handle. About 30 feet above the ground, the balloon collided with an eucalyptus tree. The balloon envelope tore slowly enough to safely drop the basket to the ground. None of the 11 passengers and crew onboard were injured.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the pilot's inadvertent deactivation of the number 2 burner, which resulted in an increased rate of descent and a collision with a tree short of the intended landing zone.

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Accident occurred Thursday, May 12, 2005 in Rancho Santa Fe, CA
Probable Cause Approval Date: 8/30/2007
Aircraft: Beech C35, registration: N709D
Injuries: 1 Uninjured.
Following a loss of engine power, the pilot made a forced landing in an open field and collided with two fences. The FAA inspector who responded to the accident site reported that fuel was in the fuel tanks. A visual inspection of the engine revealed no obvious mechanical failures. Investigators made unsuccessful attempts to run the engine; it would start, but would not remain running. The engine driven fuel pump was removed and investigators noted that the mating splines in the drive shaft were severely worn. A review of the engine logbook revealed that a field overhauled engine and an overhauled fuel pump had been installed on the airframe about a year prior to the accident; an annual inspection had been completed at the time of the engine installation. The owner reported a total of 149.38 hours of operation since the annual inspection. An FAA approved repair station had overhauled the fuel pump. The fuel pump was submitted to the Safety Board
Materials Laboratory for further examination. A senior metallurgist observed wear and metal flow on the square key portion of the fuel pump shaft. There was no evidence of cracking or wear of the drive gear splined teeth. The metallurgist manually rotated the fuel pump and was able to achieve only intermittent engagement between the square key and corresponding slot. A Rockwell Hardness Test (C-scale; HRC) of the gear was conducted. The hardness specification for the gear was between 50-52 HRC. Initially the gear results for the HRC were below acceptable limits and a Rockwell B (B-scale; HRB) test was performed with an average hardness of 94.5 HRB. Laboratory personnel determined that the gear had a cadmium coat, and conducted another test after removal of the cadmium coat. The HRC tests were performed with an average gear hardness of 40 HRC. The FAA issued a suspected unapproved part notification (UPN No. 2004-00053) regarding the overhaul/repair
procedure of the accident fuel pump. Teledyne Continental Motors issued a Service Instruction Letter (SIL) SIL06-2 notifying owners and operators of the FAA's issuance of UPN No. 2004-00053.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

failure of the engine driven fuel pump due to the improper overhaul procedure of the fuel pump by an overhaul facility, and the use of parts that did not meet hardness specification.

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Oceanside Municipal Airport Approach / Landing:

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