ASN Wikibase Occurrence # 133097
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Date: | Wednesday 23 August 1995 |
Time: | 13:18 |
Type: | Cessna T207 Turbo Skywagon |
Owner/operator: | Jack Lichty |
Registration: | N91004 |
MSN: | 20700004 |
Total airframe hrs: | 2085 hours |
Fatalities: | Fatalities: 0 / Occupants: 1 |
Aircraft damage: | Destroyed |
Category: | Accident |
Location: | San Diego, CA -
United States of America
|
Phase: | Approach |
Nature: | Private |
Departure airport: | ENV |
Destination airport: | MYF |
Investigating agency: | NTSB |
Confidence Rating: | Information is only available from news, social media or unofficial sources |
Narrative:History of Flight
On August 23, 1995, at 1318 hours Pacific daylight time, a Cessna T207, N91004, collided with a bridge railing during an emergency landing after executing a go-around at Montgomery Field, San Diego, California. The emergency landing was precipitated by a loss of engine power. The pilot was completing a visual flight rules personal flight. The airplane, registered to and operated by the pilot, was destroyed. The certificated private pilot, the sole occupant, sustained serious injuries. Visual meteorological conditions prevailed. The flight originated at Wendover Airport, Wendover, Utah, at 0750 hours.
According to ICARUS Aviation Owner at Wendover Airport, the pilot arrived at Wendover Airport on either August 18 or August 19, 1995. The owner said that on August 20, 1995, ICARUS Aviation personnel "topped off the main fuel tanks"; the airplane was filled with 66.4 gallons of fuel.
According to the manager of the FAA, Cedar City [Utah] Automated Flight Service Station, the pilot called the flight service specialist twice. On August 22, 1995, at 14:11:56 hours, the pilot called and received a weather briefing for his planned flight to San Diego. During the briefing, the pilot said, ". . .tell me that the winds are going to be at the tail, fierce and lovely. . .." On August 23, 1995, the pilot received another telephone weather briefing and filed a flight plan for his proposed flight. During the telephone conversation, the pilot said ". . .what I'm hoping you're gunna tell me is that I'm gunna have have fierce winds at the tail. . ."
National Transportation Safety Board investigators reviewed the recorded communications between N91004 and the San Diego Terminal Radar Approach Control (TRACON), and between N91004 and the Montgomery Airport Traffic Control Tower (ATCT). The communications medium revealed that the pilot initially contacted the San Diego TRACON sector controller about 2000 hours and requested flight following to Montgomery Field. The sector controller complied with the pilot's request. At 2010 hours the sector controller ended the flight following service and instructed the pilot to contact the Montgomery ATCT local controller.
At 1312 hours, the pilot contacted the local controller and reported that he was flying at 2,500 feet mean sea level (msl) for a circling left downwind entry for runway 28L. After a brief conversation regarding airspace entry procedures, the local controller cleared N91004 to land. At 1313 hours, the local controller amended the pilot's landing clearance and instructed him to follow another airplane on the downwind leg. The pilot acknowledged the clearance.
At 1315 hours, the local controller asked the pilot if he still had the airplane he was following in sight. The pilot said he did, but that he thought he was going to land on the other parallel runway (runway 28R). The controller again discussed air traffic procedures and then instructed the pilot to execute a go-around. One minute later, the local controller instructed the pilot to begin the crosswind leg at his discretion; the pilot acknowledged the instructions.
At 1317 hours, the local controller called N91004 twice, but the pilot did not respond. The local controller then advised a departing airplane that N91004 was very low.
The local controller said in a written statement that N91004 was north of the airport when the pilot called. The controller cleared the accident airplane to land. The airplane crossed over the airport in a southeasterly direction, executed a 180-degree turn, followed by a right 45-degree turn, and entered the downwind leg behind a Piper PA-28 airplane. The local controller then resequenced N91004 to follow the PA-28 airplane.
Two ground witnesses, both certificated pilots, told Safety Board investigators that they observed N91004 on its climb-out. One witness said that when the airplane was about 400 feet above the ground, he heard the engine power reduce to idle; he did not hear the engine power rest
Sources:
NTSB id 20001207X04272
Revision history:
Date/time | Contributor | Updates |
21-Dec-2016 19:25 |
ASN Update Bot |
Updated [Time, Damage, Category, Investigating agency] |
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