NTSB Factual Report

HISTORY OF FLIGHT

On October 24, 2000, at 1643 hours Pacific daylight time, a Cessna 152, N24961, was destroyed when it collided with terrain while maneuvering near Alpine, California. Anglo American Aviation was operating the airplane under the provisions of 14 CFR Part 91. The certified flight instructor and student pilot sustained fatal injuries. The local instructional flight departed Gillespie Field, El Cajon, California, about 1600. Visual meteorological conditions prevailed and no flight plan had been filed. The accident's GPS coordinates were 32 degrees 50.665 minutes north latitude and 116 degrees 41.502 minutes west longitude. The GPS altitude was about 2,300 feet.

Witnesses observed the airplane flying at an estimated altitude of 400 feet, and then spiral to the ground. No witnesses observed any smoke or flames. They were too far away to hear any engine sounds. Various witnesses reported that they routinely observed airplanes practice low level maneuvers in this area.

PERSONNEL INFORMATION

A review of Federal Aviation Administration (FAA) airman records revealed the pilot held a commercial pilot certificate. He had ratings for airplane single and multiengine land and instrument. He received a certified flight instructor certificate with a single engine land rating on November 18, 1999. He obtained a second-class medical certificate with no limitations or waivers on June 22, 2000. An examination of the pilot's logbook indicated an estimated total flight time of 858 hours. He had an estimated 352 hours as a flight instructor.

The second pilot held a student pilot certificate. He obtained a second-class medical certificate with no limitations or waivers on October 2, 2000. A review of his logbook revealed he accumulated an estimated total time of 22 hours. He had less than 1 hour as pilot-in-command. His first solo flight occurred the day before the accident.

AIRPLANE INFORMATION

The airplane was a Cessna 152, serial number 15280473. The airplane logbook contained an entry for an annual inspection dated November 30, 1999. The tachometer reading at the time of the annual was 124.6. The airplane logbook contained an entry for a 100-hour inspection dated September 25, 2000, at a tachometer time of 529.6. At the accident scene, the tachometer read 563.5. A Textron Lycoming O-235-N2C engine, serial number L-23883-15, was installed on the airplane.

METEOROLOGICAL CONDITIONS

A routine aviation weather report (METAR) for Gillespie was issued at 1649, and stated: skies scattered at 800 feet; visibility 25 miles; winds from 270 degrees at 10 knots; temperature 72 degrees Fahrenheit; altimeter 30.06 inHg.

WRECKAGE AND IMPACT INFORMATION

The airplane came to rest in sparsely vegetated terrain about 1 mile from the Viejas Tribal Casino. Shards of Plexiglas scattered about 50 feet forward of the airplane's nose. The fuselage came to rest on a magnetic bearing of 180 degrees. Investigators observed imprints in the dirt about 24 inches aft of both wings. The cabin buckled up 80 degrees at the firewall and down 80 degrees aft of the rear window. The empennage twisted about 5 degrees clockwise around the vertical and longitudinal axes.

Both wings exhibited symmetrical damage. The bottom of both wings exhibited crush damage from the leading edge to the front spar. Both wings' metal fuel tanks ruptured. Both wings buckled downward and the main spars separated at the wing roots. The empennage sustained little damage relative to the fuselage. Both rudder stops were undamaged.

The spinner crushed flat against the propeller hub perpendicular to the propeller's plane of rotation. Both propeller blades exhibited chordwise scratches and both leading edges were polished along most of their length. One blade bent aft about 13 inches. The other blade twisted toward the cambered side.

MEDICAL AND PATHOLOGICAL INFORMATION

The San Diego County Coroner completed autopsies on both pilots. The FAA Toxicology and Accident Research Laboratory performed toxicological testing of specimens of the pilots. The results of analysis of the specimens for both pilots were negative for carbon monoxide, cyanide, volatiles, and tested drugs.

TESTS AND RESEARCH

Investigators from the Safety Board, Cessna Aircraft, and Textron Lycoming examined the airframe and engine on scene on October 25, 2000. Cables for both ailerons remained attached to their respective bellcranks. When investigators moved the left aileron up, the right aileron moved down. Investigators traced the rudder and elevator cables from the control surface to the pulleys in the deformed cabin area. The trim cables remained connected to the chain drive, which remained on its sprocket. Both control yokes separated at the control column attach point, and the fracture surfaces were rough and uneven.

The fuel selector valve was in the horizontal (on) position. Firemen who responded to the accident estimated 12 gallons of fuel spilled onto the ground. The airframe manufacturer's representative estimated another 5 gallons remained in the two fuel tanks. This representative noted no exposed threads on the flap actuator, which he equated to the flaps up position. He also measured the elevator trim actuator at 1.6 inches, which he equated to less than 5 degrees tab up (nose down).

Investigators separated the engine from the fuselage to facilitate inspection. They slung it from a hoist and rotated the propeller by hand. Each cylinder's valves and pistons moved freely in firing order and the accessory gears rotated freely. Investigators obtained thumb compression on all cylinders. They obtained spark on all leads for the right magneto when they manually rotated it. The cap on the left magneto sustained damage. When investigators installed the right cap on the left magneto, they obtained spark at all four leads. They observed a clear light blue fluid in the carburetor bowl. The metal floats were intact and moved freely. The bottom spark plugs contained globules of hard deposits.

ADDITIONAL INFORMATION

The Safety Board released the wreckage to the owner's insurance agent. Cessna Aircraft and Textron Lycoming were parties to the investigation.

NTSB Probable Cause

The pilot's failure to maintain adequate airspeed resulting in an inadvertent stall and collision with terrain.