ASN Wikibase Occurrence # 133139
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Date: | Sunday 26 February 1995 |
Time: | 11:10 |
Type: | Bellanca 7ECA |
Owner/operator: | Private |
Registration: | N9198L |
MSN: | 819-72 |
Total airframe hrs: | 2647 hours |
Fatalities: | Fatalities: 0 / Occupants: 2 |
Aircraft damage: | Destroyed |
Category: | Accident |
Location: | San Jose, CA -
United States of America
|
Phase: | En route |
Nature: | Private |
Departure airport: | |
Destination airport: | |
Investigating agency: | NTSB |
Confidence Rating: | Information is only available from news, social media or unofficial sources |
Narrative:HISTORY OF FLIGHT
On February 26, 1995, at 1110 hours Pacific standard time, a Bellanca 7ECA, N9198L, crashed shortly after taking off on runway 13R, at Reid-Hillview Airport, San Jose, California. The pilot was conducting a local visual flight rules personal flight and was executing touch and go landings and takeoffs. The airplane, registered to and operated by a private individual, was destroyed by impact forces and the resulting postimpact fire. The certificated private pilot and his passenger sustained serious injuries. Visual meteorological conditions prevailed. The flight originated at Reid-Hillview Airport at 1034 hours; the flight landed at 1051 hours and then departed on the accident flight at 1100 hours.
The registered owner/operator told National Transportation Safety Board investigators that the pilot called him the night before the accident and requested to rent the airplane. He said that he taught the pilot to fly in the accident airplane.
The Federal Aviation Administration (FAA) Reid-Hillview Airport Traffic Control Tower recorded communications media revealed the pilot initially obtained a taxi clearance to runway 13L at 1034:15 hours. At 1039:27 hours, the pilot advised the local controller that he was "ready to go." The local controller cleared the flight for takeoff.
At 1042:17 hours, the local controller cleared N9198L for the option (either land or execute a touch-and-go landing and takeoff). The pilot executed two touch-and-go landings and takeoffs.
At 1049:37 hours, the local controller again cleared N9198L for the option. The pilot advised the local controller that he was going to make a full-stop landing to pick up another passenger. At 1051:45 hours, the ground controller cleared N9198L to taxi to the parking area.
At 1059:36 hours, the pilot advised the local controller that he was ready for takeoff on runway 13L. The local controller cleared N9198L for takeoff. At 1103:36 hours, the local controller cleared N9198L for the option, but to change to runway 13R. The pilot acknowledged the clearance and executed a touch-and-go landing and takeoff.
At 1107:56 hours, the local controller cleared N9198L for the option on runway 13R. The pilot acknowledged the clearance. There were no further communications between N9198L and the local controller.
Safety Board investigators interviewed the pilot on March 6, 1995, at Valley Medical Center, San Jose, California. The pilot said that on the last takeoff, about 900 feet above the ground, the engine ". . . sputtered and then lost power. . . ." He said that he was climbing at 70 miles per hour when the engine sputtered and then the airplane's nose dropped. He checked the fuel selector valve, but did not move it. He then attempted to turn to the left to land on runway 31L. He did not communicate his intentions to the local controller and vaguely recalls hitting the ground.
The passenger told National Transportation Safety Board investigators that he did not hear any sounds before the accident. He said that during the climb the airplane abruptly turned to the left and nosed down. The airplane made a 360-degree turn before it struck the ground in a vertical nose-down attitude.
The local controller said after clearing a helicopter for takeoff, he observed N9198L departing runway 13R. He said the airplane's takeoff roll and climbing attitude looked longer and steeper than normal. The next time he saw the airplane, it was in a left 90-degrees banking attitude. The airplane continued in a left banking turn and it was in a nearly vertical nose-down attitude. He said the airplane never got above the height of the mall [about 200 feet above ground level (agl)].
A FAA controller trainee said he observed the airplane about 50 feet agl in a "slightly nose-high" attitude. The airplane's right wing dipped slightly and then the airplane banked 90 degrees to the left. The nose raised as the airplane continued rotating to the left, and then the nose went down. H
Sources:
NTSB id 20001207X02978
Revision history:
Date/time | Contributor | Updates |
21-Dec-2016 19:25 |
ASN Update Bot |
Updated [Time, Damage, Category, Investigating agency] |
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