N67361

History of Flight

On August 16, 2009, about 1121 Pacific daylight time, a Cessna 152, N67361, descended into terrain about 1/4-mile southeast of the Hesperia Airport, Hesperia, California. The airplane was registered to and operated by M.Y. AIR, a flight school based in Redlands, California. Visual meteorological conditions prevailed at the time of the personal flight, and no flight plan had been filed. The airplane was substantially damaged, and the private pilot and passenger were killed. The flight was performed under the provisions of 14 Code of Federal Regulations Part 91, and it originated from Redlands about 1040.

M.Y. AIR's manager reported to the National Transportation Safety Board investigator that he holds a certified flight instructor (CFI) certificate. The manager stated that on August 13, 2009, he provided recurrent flight training to the accident pilot. The dual instructional flight lesson was performed in N67361, and it lasted about 1.1 hours. The purpose of the lesson was to provide the pilot recurrent training. The flight school's records indicate that, thereafter, the accident pilot flew N67361 for 1.3 and 1.0 hours on August 14 and 15, respectively.

On August 16, the pilot reported that he intended to rent the airplane again for another local area flight. The flight school's scheduling records indicate the pilot blocked out the airplane between 0900 and 1200. After the pilot acquired fuel, he and his passenger departed in the airplane.

The Federal Aviation Administration (FAA) coordinator reported that no evidence of a flight plan was found for the accident flight. No report of any distress call was received by FAA air traffic facilities. The pilot's route of flight between Redlands and Hesperia has not been determined.

A ground-based witness in an automobile, located near the Hesperia Airport, reported to the Safety Board investigator that he observed an airplane, which matched the make and model of the accident airplane. According to the witness, the airplane made a high and fast approach to runway 21. Unable to land, the airplane's pilot made a go around. The airplane returned for a second approach to runway 21, which was again flown high and fast. Thereafter, the pilot initiated another go-around. The witness described the airplane's climb and left low altitude crosswind leg turn into the traffic pattern as being unusual, in that the airplane's pitch attitude was upward about 45 degrees, and the airplane's left bank angle was about 60 degrees. Also, the airplane turned left for the left-hand traffic pattern very soon after overflying the departure end of runway 21. The witness stated that he lost sight of the airplane seconds later when he drove into an area where his view became obstructed by ground obstacles.

A few minutes later the witness observed the crashed airplane next to the road on which he was driving. The airplane was oriented in a northerly direction. The witness reported that the wind, estimated at 5 knots, was also coming from a northerly direction. (The witness was a former FAA controller and pilot.)

Personnel Information

According to FAA airman and medical record files, the 41 year old pilot held a private pilot certificate with an airplane single engine land rating, which was issued November 13, 1992. The most recent Third class medical certificate was issued on August 8, 2007, without limitations. The pilot is a Japanese national and in response to a request from the investigation the Japan Transport Safety Board reported that the pilot did not hold a Japan airman certificate.

An examination of the pilot's personal flight record logbook indicates he began taking flying lessons in September, 1992. He was issued a private pilot certificate in November, 1992, at a total time of about 59 hours.

With the exception of one duel lesson in a Piper PA-28, all of the pilot's recorded flying was accomplished in Cessna 150, 152, and 172 models of airplanes, and in the southern California geographic area.

Regarding the pilot's more recent flying activity, on August 13, 2007, he received a 1.1-hour-long combined flight review and Cessna 172 checkout. The CFI providing the instruction was affiliated with M.Y. AIR. Thereafter, the pilot flew 8 additional times during the remainder of the month for a total of 3.3 hours.

The pilot's next flight occurred on August 11, 2008. On this date he again flew with the same CFI in the accident airplane. The flight review lasted 1.2 hours. Thereafter, the pilot flew the airplane 6 times for a total of 4.7 hours.

The pilot's next flight occurred on August 13, 2009. On this date he again flew with the same CFI in the accident airplane. The flight review lasted 1.1 hours. Thereafter, the pilot flew the airplane on August 14 and 15 for a total of 2.3 hours. The accident occurred the following day after flying for 0.7 hours. By August 16, 2009, the pilot's total time was about 193.3 hours, of which 51.0 hours were acquired receiving duel flight instruction.

Aircraft Information

The following information was obtained through a review of the aircraft maintenance records, interviews with the operator’s maintenance personnel, and the operator's flight department records.

The aircraft was a Cessna 152, serial number 15281779, which was manufactured in 1978. As of the accident, the airframe had accrued a total time in service of 8344.6 hours. The most recent annual inspection was endorsed as completed on December 9, 2008, 297 hours prior to the accident. The most recent 100-hour inspection was completed on June 21, 2009, 93 hours prior to the accident.

The engine installed in the airframe was a Lycoming O-235-L2C, serial number L-15117-15. The engine was overhauled on August 9, 2007, and installed in the airframe on August 14, 2007. At overhaul, the engine total time in service was 8,507.6 hours. At the accident, the engine total time in service was 9,446.8 hours, with 939.2 hours of operation accrued since major overhaul.

A document titled "Aircraft Maintenance History" can be found in the public docket for this accident and it summarizes the significant maintenance actions on the engine over a two year period from its August 2007 overhaul and installation in the airframe until the accident on August 16, 2009. In pertinent part, this history documents multiple instances of magneto maintenance, change outs, and timing adjustments, particularly to the left magneto. In general, the review found that the magneto timing had to be adjusted at roughly 50-hour intervals.

An August 8, 2009, entry in the flight department rental log sheet for this aircraft lists a pilot squawk of a rpm drop of 225 when the left magneto was tested during the run-up procedure before a flight. According to the Cessna POH for this airplane, the maximum allowed rpm drop on either magneto is 125. Review of the aircraft and maintenance department records found no corresponding maintenance record in response to this pilot discrepancy.

On August 20, the individual in charge of the operator's maintenance shop was interviewed concerning the magneto drop pilot write-up. He stated that he cannot explain why there is no entry in the aircraft logs for the work that was accomplished. He stated that in response to this reported magneto drop, the spark plugs were removed, gapped, and tested. According to the interviewee's statement, most of the top and all of the bottom plugs were lead fouled. He stated that he is not certain, but the plugs may also have been replaced. The engine timing also checked and confirmed at 20 degrees BTDC on both magnetos.

Airport Information

The Hesperia airport is a non-towered public airport at an elevation of 3,390 feet msl. It has one asphalt runway, 03 - 21, that is 3,910 feet long and 50 feet wide.

Meteorological Information

The closest official weather observation station is the Victorville, California, airport, which is located 13 nautical miles north of the accident site. At 1050, the station was reporting winds from 220 degrees at 4 knots, with clear skies and a 10 mile visibility. The temperature was recorded at 28 degrees, and the altimeter setting was 29.90 in hg. Based on this weather report and the Hesperia airport field elevation of 3,390 feet msl, the density altitude was calculated to be 5,754 feet.

A security video recorder located at the airport was operating at the time of the accident flight. Review of the recorded video showed the airport's wind tee and co-located wind sock indicating runway 03 was favored, based upon the prevailing northerly wind. Based on the wind sock's deflection from horizontal, the wind speed was estimated to be between 5 and 10 knots. Also, the shadow of an airplane appears on the video as an airplane overflies in a southwesterly direction over the approach end of runway 21. Based upon the camera's orientation angle, the overflying airplane's flight was too high to be recorded by the video camera. The time of the airplane's over flight was about 1119. No other airplanes were observed overflying, taking off, or landing, within over 5 minutes before or after the accident time.

Medical and Pathological Information

The pilot sustained fatal injuries in the accident and an autopsy was performed by the San Bernardino County Medical Examiner's office. During the procedure, tissue and fluid samples were taken for toxicological examination. According to the autopsy report, the cause of death was ascribed to multiple blunt force traumatic injury. The results of the toxicological examination were negative for alcohol and all screened drug substances.

Wreckage and Impact Information

On August 16 and 17, 2009, the Safety Board investigation team performed an on-scene examination of the accident site and structural examination of the airplane wreckage. The accident airplane was found on near level soil about 1/4-mile southeast of runway 21's departure end. The airplane was in a no...