Carlsbad-McClellan-Palomar

The instrument-rated private pilot was conducting a personal cross-country flight in the airplane. A review of the air traffic control transcripts and radar data revealed that the pilot was executing the RNAV GPS Y instrument approach to the runway. The air traffic controller then canceled the pilot's approach clearance and issued a heading change off of the approach course to provide spacing between a preceding aircraft. The pilot acknowledged the heading assignment. Radar data indicated that, after the controller cancelled the approach, the airplane began a left climbing turn from 5,600 to 5,800 ft, continued the left turn through the assigned 270 heading, and then descended rapidly. At that point, the airplane was no longer visible on the controller's radar display, and contact with the pilot was lost. The final recorded radar return showed the airplane at 5,100 ft. The airplane impacted a television tower guy wire, several power lines, and terrain, and then came to rest in an open field about 800 ft from the tower. A postaccident examination of the airplane and engine revealed no anomalies that would have precluded normal operation. A postaccident examination of the engine revealed rotational signatures on the first stage compressor blades and light rotational signatures in the compressor and power turbines, and debris was found in the engine's gas path, all of which are consistent with engine rotation at impact. A witness in the parking lot next to the television tower stated that he heard the accident airplane overhead, saw a large flash of light that filled his field of view, and then observed the television tower collapse on top of itself. Surveillance videos located 1.5 miles north-northeast and 0.3 mile north-northwest of the accident site showed the airplane in a left descending turn near the television tower. After it passed the television tower, multiple bright flashes of light were observed, which were consistent with the airplane impacting the television tower guy wire and then the power lines. Further, the radar track and accident wreckage were consistent with a rapid, descending left turn to impact. Weather conditions were conducive to the accumulation of ice at the destination airport about the time that the pilot initiated the left turn. It is likely that the airplane accumulated at least light structural icing during the descent and that this affected the airplane's controllability. Also, the airplane likely encountered wind gusting up to 31 knots as it was turning; this also could have affected the airplane's controllability. The night, instrument meteorological conditions at the time of the accident were conducive to the development of spatial disorientation, and the airplane's rapid, descending left turn to impact is consistent with the pilot's loss of airplane control due to spatial disorientation. Therefore, based on the available evidence, it is likely that, while initiating the climbing left turn, the pilot became spatially disoriented, which resulted in his loss of airplane control and his failure to see and avoid the tower guy wire, and that light ice accumulation on the airplane and the gusting wind negatively affected the airplane's controllability.

En route from Arizona to California, the pilot became nauseous and began to vomit. The pilot advised air traffic that he was sick and radio contact was lost. The airplane had descended from 16,500 feet msl and was on an established course to his destination and level at 10,500 feet msl being flown by the autopilot. The last thing that he recalled was approaching his destination. When the pilot regained consciousness he looked outside the airplane to determine where he was. The surface was obscured in cloud cover. On his left side was a Navy F18 fighter plane, and they briefly communicated by hand signals. The F18 pilot indicated he should turn around towards land. The accident pilot determined that he was 186 nautical miles southwest of his destination and over the ocean. He reversed his course. The pilot attempted to contact air traffic without success; another aircraft relayed the pilot's message to air traffic. The pilot declared a medical emergency and advised that because of low fuel he would not be able to return to land. Within 10 minutes the fuel onboard was exhausted and the pilot configured the airplane for the best angle of glide and ditching at sea. Subsequently, the pilot descended through low stratus and ditched the airplane in the ocean at dusk. The pilot exited the airplane with a hand held VHF radio, two flashlights, a cell phone, and a trash bag for flotation; he climbed onto the top of the fuselage to await rescue. At this time it was dark. After about 30 minutes a Navy S3B circled the downed plane until a rescue helicopter arrived and rescued him. While at the pilot's Arizona residence he sprayed for bugs and insects using the pesticide 'Dursban.' During the process he opened the spray container to replenish the pesticide and the built-up pressure sprayed the vapor into his face. He cleaned himself up and then departed for the airport and the return flight to Palomar. He had bought food to eat during the flight, and shortly thereafter, he became sick in flight. The EPA as of June 8, 2000, has banned Dursban from the commercial market.

About 2 minutes after takeoff, the pilot declared an emergency, stating that he had lost an engine and needed to return to the airport. The airplane descended into rough, brush-covered terrain and then struck a large dirt berm, about 1-1/2 miles northeast of the departure airport. Examination of the engines did not reveal any obvious mechanical malfunction. The fuel was correct. Combustion chamber signatures indicated that the engines were operated at a lean or mild detonation condition. The flaps were extended about 30 degrees and the landing gear was retracted. The surviving passenger could not recall any dramatic engine problems, only that the airplane could not maintain altitude. The pilot and front seat passenger were not wearing shoulder harnesses.

The pilot and his passenger, his son, departed from a controlled airport at 1436 hours. He climbed the airplane to about 5,200 feet mean sea level. Recorded communications between the pilot and the control tower did not reveal anything out of the ordinary. Radar data showed the pilot in a progressive climb to about 5,200 feet. After maintaining that altitude for over two minutes, the airplane descended at an excessive rate until it collided with the ocean about one mile offshore. The engines and propellers were recovered and examined. The engine examination did not reveal any pre existing discrepancies. The propellers had deep leading edge gouges, 'S' twists, and one broken blade. No pre existing deficiencies were found during the examination of the airplane's logbooks and maintenance records. Investigation did not reveal any reason for the airplane's rapid descent and its in flight collision with the ocean. Both occupants were killed.

The pilot and copilot reported in their written statements that the airplane was above glideslope on the final approach. They said the airplane touched down about 1,500 feet from the approach end of the 4,700 feet long runway. The pilot said he applied the brakes but could not stop the airplane on the runway. The airplane departed the end of the runway and continued forward over rough and uneven terrain. The main landing gear sheared off and penetrated both wings. The airplane came to a stop in a gully. Other witnesses located on the ground and in the air traffic control tower reported the airplane was 'high and fast' and touched down at about midfield or after.

During the takeoff roll on runway 24 at McClellan-Palomar Airport, one of the engine failed between V1 and VR. After both wings struck the runway surface, the crew lost control of the airplane that crash near the runway end. Both pilots were slightly injured and the aircraft was written off.

The pilot departed Brawley Airport at 0800LT on a ferry flight to McClellan-Palomar Airport where the aircraft was supposed to follow a maintenance check. En route, control was lost and the airplane crashed in flames in Lake Wohlford, northeast of Escondido. The burnt wreckage was found 31 hours later. The pilot, sole on board, was killed.