Corona, CA, USA
N737EJ
CESSNA 172N
N4008V
CESSNA 150M
A Cessna 172N and a Cessna 150M collided in-flight while maneuvering 1.4 miles southwest of the uncontrolled airport during day visual meteorological conditions. The midair collision occurred about 2 minutes after the Cessna 150M had taken off from runway 25, turned crosswind, and was entering on the downwind leg. Radar data shows that during this time, a Cessna 172N completed a course change maneuver and was proceeding inbound toward the airport on a 034-degree true course, which approximated the 45-degree traffic pattern's entry path to the downwind leg. The north-northeast-bound Cessna 172N impacted the right side of the southeast-bound Cessna 150M after the airplanes were flying on converging courses for about 13 seconds. The collision angle was about 70 degrees. The four occupants in the airplanes and one person on the ground were killed. Calculations based on radar data show that the Cessna 150M pilot turned onto the crosswind leg prior to reaching 700 feet above ground level, which is contrary to the Federal Aviation Administration's recommended procedures. A visibility study determined that while on the crosswind leg and during the turn onto the downwind leg, the Cessna 150M pilot had 14-second window of opportunity to observe the approaching Cessna 172N, which was travelling at 106 knots (ground speed), but was likely not able to see it in the final 9 seconds prior to the collision as the Cessna 150 was turning left onto the downwind leg. According to Cessna, the field of view (visual angle) from the cockpit of the Cessna 150M as it was turning to the downwind was limited in the area from which the Cessna 172N was converging by the door post structures. As the Cessna 172N's pilot was approaching the airport, the Cessna 150M, which was travelling at 74 knots (ground speed), would have been in his view at the 10:30 to 11:00 o'clock position and low in the windscreen. A witness reported that neither airplane appeared to alter its course during the final seconds of flight. No airport facilities or any of the pilots flying in the vicinity reported hearing any communication from either airplane.
HISTORY OF FLIGHT On January 20, 2008, at 1534 Pacific standard time, a Cessna 172N, N737EJ, and a Cessna 150M, N4008V, collided while maneuvering about 1.4 miles south-southwest of the Corona Municipal Airport (AJO), Corona, California. The midair collision occurred at a location and flight direction consistent with the Cessna 172N on an approximate 45-degree entry leg into Corona's left-hand traffic pattern for runway 25, while the Cessna 150M was entering the pattern's downwind leg, following takeoff from runway 25. The commercial pilot and passenger in the Cessna 172N were killed. The pilot and pilot-rated passenger in the Cessna 150M were also killed, along with one person on the ground who was impacted by falling components from the Cessna 150M. Both airplanes were fragmented during the collision sequence, and were destroyed during their uncontrolled nose down descents into underlying cars, buildings, and parking lots. The Cessna 172N was operated by Funoutside, based in Fullerton, California. The Cessna 150M was operated by Fly Corona, Inc., d.b.a. Corona Flight Academy, based in Corona. The personal flights were operated under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the time, and no flight plans were filed. The Cessna 172N's local area flight originated upon its renter pilot's departure from Fullerton, where the airplane was based, at an undetermined time. The Cessna 150M's flight originated from Corona, upon its renter pilot's departure about 1532. Several witnesses reported being within a 1/2-mile radius of the accident site and observed or heard the midair collision. The National Transportation Safety Board investigator and Corona Police Department personnel interviewed witnesses who observed the airplanes seconds prior to and during the collision sequence. None of the witnesses reported observing evidence of fire or smoke trailing from either airplane prior to the collision. One of the witnesses was located about 1/2-mile southwest of the accident site in the backyard of her hillside residence, at an approximate elevation of 750 feet mean sea level (msl). This witness reported continuously observing both airplanes cruising toward each other for at least 5 seconds preceding the midair collision. In pertinent part, the witness stated that the airplane that flew nearly over her location was flying in a northerly direction toward AJO, while the other airplane was flying in an easterly direction and was south of the airport. Neither airplane appeared to change course, rock their wings, or commence an avoidance maneuver prior to colliding. The witness indicated that, from her vantage point, it appeared as though the northbound airplane and the eastbound airplane collided with each other at nearly a perpendicular angle. The northbound airplane impacted the right side of the eastbound airplane, near the midsection of its fuselage. Upon colliding, parts of the airplanes separated from each other; the parts looked like wings. The witness further reported that as she observed the airplanes, no evidence of fire or trailing smoke was noted. The engine of the northbound airplane sounded typical of a normally operating light airplane engine, and no missing or sputtering sound was evident. Recorded radar data was received from the Federal Aviation Administration's (FAA) Southern California Terminal Radar Approach Control facility (SOCAL) for the time and location of the accident. The data was reviewed by FAA and Safety Board personnel. The data included two targets that exhibited flight paths (speeds, altitudes, courses) that matched the convergent tracks of the accident Cessna airplanes. (See the airplanes' Flight Path Diagrams that are included in the docket for this accident.) In summary, the radar depicts the following tracks for the airplanes: Cessna 172N Flight Track During the last 5 minutes of the airplane's recorded flight, starting about 1529:27, the Cessna 172N was about 8 statute miles east of AJO, and about 5 miles south of the Riverside Municipal Airport. The Cessna was cruising in a westerly direction and was at 2,400 feet, as indicated by the airplane's altitude reporting transponder. The Cessna proceeded on a course nearly parallel to, but south of, Highway 91, and it descended. By 1533:51, the westbound Cessna 172N had descended to 1,300 feet and was about 2 miles south-southwest of AJO. About this time, the airplane commenced a 110-degree (approximate) right turn consistent with a maneuver that would position the airplane onto the 45-degree entry leg into the traffic pattern for runway 25. About 1534:05, the airplane was established on the entry leg. Its average ground speed was about 106 knots, and it was tracking on an approximate 21-degree magnetic course while remaining at 1,300 feet. The collision occurred when the Cessna 172N was within 0.1 mile north of Highway 91, about 13 seconds after establishment on the traffic pattern's entry leg, about 1534:18. Cessna 150M Flight Track The Cessna 150M's flight track began upon the airplane's takeoff from runway 25, and it ended about 1.4 miles south-southwest of the airport during the midair collision. About 1532:42, the airplane was airborne and was passing the departure end of runway 25. (For undetermined reasons, SOCAL did not receive and/or record any altitude information from the airplane's altitude reporting transponder). About 1/2-minute later, the airplane began turning in a southerly direction toward the left crosswind leg. By 1533:42, the airplane was flying southbound, was established on the left crosswind leg, and was about 1.0 mile southwest of the runway's end. The airplane subsequently turned left toward the downwind leg. Between 1534:05 and the last radar hit at 1534:14, when the airplane was about 0.1 mile north of Highway 91, the airplane was tracking on an approximate 121-degree magnetic course at an average ground speed of 74 knots. OTHER DAMAGE Approximately 1/2 dozen automobiles sustained various degrees of impact damage. One commercial structure's roof was penetrated by a falling engine and attached airframe components. PERSONNEL INFORMATION Cessna 172N Pilot, Left Seat The pilot, age 73, held a commercial pilot certificate with the following ratings: airplane single-engine land, rotorcraft-helicopter, and instrument airplane and helicopter. The pilot's flight record logbook indicated his total flight time was about 4,190 hours. The pilot's last flight review was accomplished in a Cessna 172 on December 20, 2007. The pilot's last aviation medical certificate was issued January 2007, in the third class, with the restriction that he must have available glasses for near vision. The pilot's reported height and weight was 71 inches and 212 pounds. Cessna 172N Passenger, Right Front Seat A review of FAA records indicated that the passenger did not hold any FAA certificate. He had no FAA record of flight time. Cessna 150M Pilot, Left Seat The pilot, age 24, was issued a combined student pilot and first class aviation medical certificate (without restrictions or limitations) on November 1, 2007, and a private pilot certificate on November 25, 2007, with the following ratings: airplane single-engine land. The pilot successfully passed an examination for issuance of an instrument airplane rating on January 20, 2008, about 3 hours prior to the accident flight. The designated pilot examiner (DPE) who administered the instrument rating check ride reported that during the oral examination he covered special emphasis areas related to operations at uncontrolled airports, collision avoidance, and proper scanning techniques. The examiner reported that because their "flight profile included Corona Airport, I provided additional cautionary admonishment related to this operation." He further stated that the pilot's "flight instructor reinforced my statements related to the hazards of operating at Corona Airport." The DPE also reported that the pilot's "skill and knowledge exceeded that commonly found in applicants with similar flight experience." The pilot's flight record logbook was not recovered for examination. A review of FAA records dated January 20, 2008, indicated that his total flight time was 141 hours. His total dual instruction received was 44 hours. The pilot reported his height and weight were 72 inches and 190 pounds. According to Air Corona's owner-operator, the pilot was authorized to rent the accident airplane. However, the passenger in the airplane (who occupied the right seat) had not been checked out at the flight school. Accordingly, he was not authorized to rent the airplane. Cessna 150M Passenger, Right Seat The pilot-rated passenger, age 20, held a private pilot certificate with the following ratings: airplane single-engine land and instrument airplane. The pilot was issued a private pilot certificate in May 2006, and an instrument rating in October 2007. The pilot held a first-class aviation medical certificate that was issued in March 2006, with the limitation that he wear corrective lenses. On the October 2007, pilot certificate, the pilot indicated his height and weight was 72 inches and 170 pounds. The pilot's flight record logbook was located in the accident airplane. The last flight recorded was dated November 20, 2007. (The pilot's flight time listed in the Safety Board's accident report is limited to data in this logbook.) The pilot's total flying experience was reported as 193 hours, of which about 87 hours were in the Cessna 150/152, and 106 hours were in the Cessna 172. AIRCRAFT INFORMATION Cessna 172N The four-seat, high-wing, fixed-gear airplane, serial number 17269358, was manufactured in 1978. It was powered by a Lycoming O-320-H2AD 160-horsepower engine, and it was equipped with a 75-inch diameter fixed pitch propeller. The airplane was maintained on a program of annual and 100-hour inspections. A review of the flight school's maintenance records showed an annual inspection was completed on April 26, 2007, and a 100-hour inspection was completed on September 27, 2007. The airplane's total time on the accident date was about 3,564 hours. Cessna 150M The two-seat, high-wing, fixed-gear airplane, serial number 15076677, was manufactured in 1975. It was powered by a Continental O-200-A 100-horsepower engine, and it was equipped with a 69-inch diameter fixed pitch propeller. A review of the flight school's maintenance records showed an annual inspection was completed on October 30, 2007, and a 100-hour inspection was completed on December 29, 2007. The airplane's total time during the last inspection was 10,890 hours. The engine had been operated about 723 hours since its last overhaul. Climb Performance According to the Cessna 150M's "Owner's Manual," at the airplane's maximum certificated 1,600 pound gross weight, normal climbs are conducted at 75 to 85 miles per hour (65 to 74 knots). Under standard atmospheric sea level conditions, the maximum rate of climb airspeed is 78 miles per hour (68 knots). At this airspeed, the "Owner's Manual" indicates a Cessna 150M's maximum rate of climb would be 670 feet per minute. The Safety Board investigator calculated the airplane's gross weight during the accident flight, and it was approximately 1,600 pounds. METEOROLOGICAL INFORMATION At 1456, Corona reported the following weather conditions: wind from 260 degrees at 9 knots; 10 miles visibility, sky clear; temperature/dew point 17/02 degrees Celsius; and altimeter 29.91 inches of Mercury. At 1556, Corona reported the following weather conditions: wind from 270 degrees at 7 knots; 10 miles visibility, sky clear; temperature/dew point 16/02 degrees Celsius; and altimeter 29.91 inches of Mercury. The FAA and Lockheed Martin Flight Services reported having provided no weather-related services to N737EJ or N4008V on January 20, 2008. According to the witness who was located on a hillside about 1/2-mile south of the accident site, at the time of the accident the sky was clear and blue, the wind was light and variable, and the temperature was about 60 degrees Fahrenheit. COMMUNICATIONS According to the FAA coordinator, no FAA facility recorded any communications with either of the accident airplanes during the 15-minute period prior to the accident. AJO management reported that the airport does not record communications on the common traffic advisory (UNICOM) frequency, 122.7 MHz. During the approximate 10-minute period prior to the collision, several pilots were flying in the vicinity of Corona and were approaching or departing from runway 25, which was the active runway. None of the pilots reported to the Safety Board investigator having heard either of the accident pilots broadcast their respective airplane registration numbers along with their intentions. AIRPORT INFORMATION AJO is managed by the City of Corona and is open to the public. As published in the FAA's "Airport/Facility Directory," the airport's elevation is 533 feet msl. Runway 25 is 3,200 feet long. The recommended traffic pattern altitude is 1,533 feet msl (1,000 above ground level), and runway 25 uses a left-hand pattern. The airport is uncontrolled. The Common Traffic Advisory Frequency (CTAF/UNICOM) is 122.7 MHz. Neither the City of Corona nor fixed base operators at the airport record air traffic communications. WRECKAGE AND IMPACT INFORMATION The accident site was located in a commercial business area within the City of Corona. Airplane wreckage from the midair collision fell onto streets, cars, and occupied buildings, resulting in the sole ground injury (fatality). Evidence of fuel was observed in both airplanes and on the ground adjacent to their severed wings. There was no fire. The approximate ground elevation at the accident site is 590 feet msl. The Safety Board investigator's on scene examination of the accident site revealed fragmented components of the Cessna 172N along a northerly track, with the main wreckage located about 800 feet north of the southern-most wreckage of the Cessna 150M. Portions of both airplanes (landing gears, fuselage skin, instruments) were found commingled in the wreckage of the Cessna 172N. The principal axis of the Cessna 172N's wreckage distribution path was about 25 degrees, magnetic. The principal axis of the Cessna 150M's easterly 320-foot-long wreckage path was about 78 degrees, magnetic. Cessna 172N Examination The Cessna 172N's main wreckage was principally found in one location. The airplane was in a parking lot near a Nissan car dealership, and it had impacted two parked cars. The entire cockpit was crushed. All of the airplane's components were found in the vicinity of the main wreckage with the exception of the right wing outboard of the flap/aileron junction, which was found near the wreckage of the Cessna 150M. The Cessna 172N's fuselage floor was crushed in an aft direction. The center wing section was observed separated from the lower fuselage floor, which was compressed aft. The main landing gear remained attached to the fuselage floor, and the nose gear was observed beneath the nose section of the fuselage. The doors were crushed aft. The empennage was attached to the fuselage and was intact. The Cessna 172N's left wing and inboard portion of the right wing remained attached to the center wing section of the fuselage. All flight control surfaces remained attached. The continuity of the flight control cable system was confirmed, with all preimpact separations bearing signatures consistent with overload. The elevator trim tab actuator was in a 5-degree down position, and the wing flaps were fully retracted, according to the Cessna Aircraft Company participant. The propeller exhibited s-bending, chordwise scratching, and leading edge nicks. The engine's crankshaft flange was separated from the crankshaft, and the crankshaft could not be rotated. The fuel strainer bowl was not observed, but the screen remained attached to the strainer base and was clear of debris. No evidence of preimpact abnormalities was noted with the engine case or accessories. No evidence of preimpact oil leaks or fire was noted. Cessna 150M Exami
The failure of both pilots to see and avoid the other airplane.
Source: NTSB Aviation Accident Database
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