LOS ANGELES, CA, USA
N4569W
Rockwell 112TC
The aircraft touched down but did not slow during rollout. The aircraft drifted to the right edge of the runway three times and puffs of smoke were seen in the area of the main landing gear. After rolling the length of the runway and entering the displaced threshold at the end of the runway, the pilot attempted to abort the landing. On the initial climb, the aircraft struck a light pole, overhead utilities, and then crashed into a building. An inspection of the turbocharger, brake system, and powerplant controls revealed no conclusive discrepancies.
HISTORY OF FLIGHT On July 28, 1995, at 1747 hours Pacific daylight time, a Rockwell International 112TC, N4569W, collided with utility poles and wires while on a go-around at Whiteman Airport, Los Angeles, California. The aircraft was destroyed and the private pilot and his passenger sustained fatal injuries. The aircraft was being operated as a personal flight by the owner when the accident occurred. The flight originated in Carlsbad, California, about 1630 on the day of the accident. Visual meteorological conditions prevailed at the time and no flight plan had been filed. The tower operator at Whiteman Airport reported that the pilot made his initial call reporting his position over the Van Nuys airport. The tower operator told the pilot to enter a right base for runway 12 and report passing the I-5 freeway. The pilot reported passing the interchange, but said he did not have the airport in sight. He asked the tower operator if he could direct him to it. The tower operator told the pilot that he had him in sight and would direct him to the airport. He then asked the pilot if he could see the four smoke stacks to the south. The pilot said no, but that he saw a lake. He told the pilot to turn right and look out his right window. At that point, the pilot said he still did not have the stacks in sight, then corrected himself saying that he had it. The tower operator told him to look northwest of the stacks and that he would be reaching a set of railroad tracks in about a mile. He told the pilot to follow those tracks and they would lead him to the airport. Several seconds later the pilot reported the airport in sight. While about 3 miles out on his final approach, he was cleared to land on runway 12. The pilot acknowledged his clearance. The tower operator reported that he received no further transmissions from the pilot. The tower operator said he estimated the aircraft altitude to be about 200 feet agl as he turned base to final. He described the approach as uneventful as the aircraft touched down on the numbers at the approach end of runway 12, with approximately 2,900 feet of runway remaining, as well as 478 feet of displaced threshold. He said he began getting concerned when he noticed that the aircraft was not slowing down. As the aircraft reached Bravo intersection, he noticed the aircraft drifting to the right. He reported that it drifted until its right main gear reached the right edge of the runway and then returned to the runway centerline. The action was repeated again in front of the tower and then a third time as the aircraft passed Delta taxiway. On the third divergence the right main gear ran off the runway by about 3 to 5 feet, but again returned to the centerline. On at least two occasions during rollout, the tower operator noticed bluish black puffs of smoke emanating from the area of the main landing gear. He said that he believed that the smoke was from the tires and that it occurred as a result of the pilot attempting to stop the aircraft. As the pilot entered the displaced threshold area of the runway the aircraft still had not slowed, and the tower operator said he was now expecting that the aircraft would hit the perimeter fence. He said the pilot tried to abort the landing with about 300 feet of paved surface remaining. As the aircraft climbed out, it struck a metal light pole on the near side of a street that runs parallel to the field boundary. After hitting the light pole, the aircraft crossed the street and struck a wooden utility pole and transmission lines. The aircraft then began a roll to the right and descended into a vacant one-story commercial building. The aircraft burst into flames on impact. Several witnesses, located within 100 feet of the accident site, stated that they had not been looking at the aircraft at the time of the accident, but they were unanimous in saying that they had heard no unusual engine sounds. OTHER DAMAGE The aircraft struck an aluminum streetlight and a wooden utility pole and wires prior to crashing through the roof of a closed commercial building. The building was partially destroyed in the ensuing postcrash fire. A semi-truck which was parked near the building exhibited heat distress, which included a broken windshield and a melted plastic front bumper. PERSONNEL INFORMATION The pilot obtained his student pilot license on October 6, 1993, and received a private certificate on November 20, 1994. According to the information available from the operator of his aircraft, he had accumulated about 40 hours of flight time in complex aircraft. The passenger onboard the aircraft was reportedly a former Iranian Air Force pilot. No evidence was found that he possessed any pilot certificates, or had continued flying after entering the United States. AIRCRAFT INFORMATION According to the aircraft logbook, the throttle cable, cowl cable, and turbo strut assembly had been removed and replaced on March 7, 1995. The Commander Aircraft Company verified that the three part numbers entered in the logbook were correct. The aircraft was equipped with a turbocharger. WEATHER The temperature at the time of the accident was reported to have been 113 degrees Fahrenheit. The density altitude was computed at 4,409 feet msl based on the reported temperature, current altimeter setting of 29.80, and field elevation of 1,002 feet msl. AIRPORT INFORMATION Whiteman airport has a displaced threshold of 729 feet at the approach end of runway 12, and 478 feet at the approach end of runway 30. WRECKAGE AND IMPACT INFORMATION The aircraft fuselage was found inside the building and had been totally engulfed by fire. The empennage and both main wings, which were located outside the building, also exhibited some heat distress. Broken utility wires were found wrapped around the propeller hub. One propeller blade was fractured about midspan. The opposite blade exhibited heat distress and was melted to within about 10 inches of the blade root. The elevator trim actuator was found extended 1.25 inches, measured from the forward end of the outer sleeve to the center of the forward attachment fitting. The manufacturer reported the measurement equals an elevator trim position of 15 degrees tab up. The manufacturer also stated that 15 degrees tab up corresponds to full nose-down trim. The left wing flap was destroyed by fire. The right flap was destroyed by impact forces. The powerplant, accessory section, instrument panel, and cabin area was subjected to the postcrash fire. An on-site examination of the lever-type throttle quadrant revealed that the mixture control cable was separated at its attachment to the carburetor mixture control arm. The throttle cable was also visually inspected and had continuity. The investigators attempted to move the cockpit control lever, looking for corresponding movement of the carburetor linkage. However, neither the throttle control lever nor the linkage moved when investigators applied control lever pressure. The engine and firewall exhibited impact damage, and fire damage was evident involving the forward fuselage. There was also evidence of partial fuselage separation occurring between the firewall and the engine. The main wheels and brake system were involved in the postcrash fire. The brake lines were not located in the wreckage. Both main tires were found burned and charred. The brake linings on both brakes showed negligible wear. Both discs were covered with rust, but were free from grooves or ridges. The right brake assembly exhibited evidence of fire exposure, while the left brake assembly had partially melted. The brake cylinder O-rings throughout the brake system were damaged by the fire. According to aircraft logbook entries, the left brake pads were last replaced on May 30, 1988, and the right brake pads were last replaced on July 5, 1990. A description and schematic of the brake system is appended to this report. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was conducted by the Los Angeles county coroner. Toxicological samples were submitted to the Civil Aero Medical Institute for screening. The results of the screening were reported as negative. TESTS AND RESEARCH The aircraft turbocharger, including the wastegate, was disassembled and inspected by the manufacturer under the supervision of the Safety Board. The turbocharger teardown report is appended to this report. The throttle assembly from the instrument panel to the carburetor was disassembled and inspected. The was no evidence of binding or chafing. The carburetor exhibited heat distress and the throat was deformed. The butterfly valve was in the open position and imbedded in the deformed carburetor throat. Powerplant controls schematics and parts list are appended to this report. ADDITIONAL INFORMATION The aircraft wreckage was released to a representative of Citrus Investigations and Adjustment Company on November 30, 1995.
an undetermined aircraft system malfunction, and the pilot's delayed remedial action in response to insufficient braking action and/or inability to control engine power.
Source: NTSB Aviation Accident Database
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