Corona Municipal Airport, Corona, CA

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Airport Area Accident History:
Accident occurred Saturday, July 26, 2008 in Corona, CA
Probable Cause Approval Date: 8/28/2008
Aircraft: Ercoupe 415-C, registration: N93614
Injuries: 2 Uninjured.
The pilot said that he departed from runway 25 during gusty wind conditions. At 800 feet above ground level, he turned the airplane onto the crosswind leg and the left wing went down. The pilot recovered the airplane, added full throttle, and the airplane continued to descend. The pilot pulled back on the yoke to make the airplane climb; however, the airplane continued to descend. The airplane impacted trees and sustained substantial damage. According to the nearest aviation weather reporting system that was located at the airport, winds were from 290 degrees at 16 knots, gusting to 21 knots. The Federal Aviation Administration inspector examined the airplane and found no mechanical anomalies that would have resulted in a loss of airplane control.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's inadequate compensation for wind conditions and failure to maintain an adequate airspeed, resulting in a stall/mush. Contributing to the accident was the gusty crosswind conditions.

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Accident occurred Sunday, January 20, 2008 in Corona, CA
Aircraft: Cessna 172N, registration: N737EJ
Injuries: 5 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On January 20, 2008, about 1534 Pacific standard time, a Cessna 172N, N737EJ, and a Cessna 150M, N4008V, collided in flight while approaching runway 25 at the Corona Municipal (uncontrolled) Airport, Corona, California. The midair collision occurred at a location and flight direction consistent with the Cessna 172N entering the left-hand traffic pattern, and the Cessna 150M being in the pattern's downwind leg, about 1.4 miles south-southwest of the airport. The commercial certificated pilot flying the Cessna 172N and his passenger were killed. The two private pilots in the Cessna 150M and a person on the ground were also killed. Both airplanes were fragmented during the midair collision and were subsequently destroyed upon falling nose down into buildings, automobiles, and parking lots. The Cessna 172N was operated by Funoutside, based in Fullerton, California. The Cessna 150M was operated by Corona Flight Academy, based in Corona. The flights were
performed 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 purpose of the Cessna 172N's flight has not been determined, and the purpose of the Cessna 150M's flight was personal. The locations and times that the airplanes departed for the accident flight have not been determined.

Dozens of eyewitnesses, located within 1 mile around the accident site, reported observing and/or hearing the midair collision. The National Transportation Safety Board investigator interviewed one witness who was located on a hillside about 0.5 mile southwest of the accident site. This witness reported continuously observing both airplanes cruising toward each other for at least 5 seconds preceding the collision. The witness stated that one airplane was flying in a northerly direction toward the Corona Airport, while the other airplane was flying in an easterly direction, just south of the airport. No maneuvering was observed during the seconds immediately prior to the impact. According to the witness, upon colliding, parts of the airplanes separated from each other, and the parts looked like wings.

The Safety Board investigator's on scene examination of the wreckage revealed fragmented components of the Cessna 150M along a 300-foot-long path. The principal axis of the wreckage distribution was about 70 degrees. Beginning at the western side of this wreckage path, the first 2 airframe structural components found were the left and right wings, which were separated from the fuselage. Most of the empennage was located east of the wings. The top of the Cessna 150M's vertical stabilizer and rudder assembly were found separated from and south of the main portion of the empennage. Most of the cockpit, firewall, and attached engine assembly were located at ground level inside a building, which bore an engine-sized hole in its roof, at the extreme eastern side of the wreckage distribution path. Instruments from the airplane were located on the roof and inside the building.

A fragment of Cessna 172N structure was located several yards from the Cessna 150M's wings. The main Cessna 172N wreckage was located on the ground about 800 feet north-northeast of the Cessna 150M's wings. Portions of both airplanes (landing gears, fuselage skin, instruments) were found commingled at this location. The principal axis of the Cessna 172N's wreckage distribution path was about 025 degrees.

During the on-scene wreckage examination of both airplanes, evidence of fuel was observed, and the wing flaps were found retracted. There was no evidence of fire.

All of the airplane wreckage has been recovered from the accident site, and an examination for contact evidence between the airplanes is ongoing. Preliminary observations revealed the presence of paint transfer and scratch mark signatures on skin panels, and laceration evidence in structural components.

Laceration signatures consistent with propeller blade penetration marks were observed on the lower portion of the Cessna 150M's severed right wing lift strut, right cockpit floor, and right seat.

The bottom of the Cessna 172N's white painted left wing bore a series of scratch marks and paint transfer signatures consistent with blue painted portions of the Cessna 150M's fuselage. A several inch-long span in the leading edge of one of the Cessna 172N's propeller blades was found dented. The dent was consistent with the size of the Cessna 150M's severed wing lift strut.

The orientation of the scratch marks between the airplanes and the penetration evidence is being documented to determine the respective collision and convergence angles.

About the time of the accident, 2 other pilots were flying in the vicinity of Corona. The pilots reported that runway 25 was in active use.

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Accident occurred Friday, September 07, 2007 in Corona, CA
Probable Cause Approval Date: 5/28/2008
Aircraft: Piper PA-46-350P, registration: N6070X
Injuries: 1 Uninjured.
The pilot initially reported that he departed with 6 gallons of fuel in the left tank and 16 gallons in the right tank. In a later statement he said the left tank contained 9 gallons and the right tank 20 gallons. As the airplane climbed through 500 feet, the engine sputtered and subsequently lost power. The pilot pitched the airplane for best glide and turned back to the airport. He attempted an engine restart with no success, then executed a forced landing to a construction site. The airplane touched down in rough terrain and the landing gear sheared off. Additionally, the left wing was bent up at the wing root, and the fuselage was wrinkled. When the salvage personnel recovered the airplane, they drained 16 gallons of fuel from the right wing and 1 cup of fuel from the left wing. Examination of the airplane found the fuel tanks intact and the fuel lines not compromised. Additionally, no fuel was found in the entire engine fuel system forward of the
fuel selector.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

Fuel starvation as a result of the pilot's fuel system mismanagement and failure to select a tank containing fuel.

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Accident occurred Monday, June 04, 2007 in Corona, CA
Probable Cause Approval Date: 8/30/2007
Aircraft: Billings/Humbyrd Thorpe T-18, registration: N45BH
Injuries: 1 Uninjured.
The pilot reported that the day before the accident, the engine experienced a loss of power "from apparent fuel starvation." On the day of the accident, the pilot reported that before the flight he inspected and modified the fuel system. The pilot stated that he "installed fuel hose directly from tank to carb, bypassing gascolator and fuel flow sensor." The pilot then ran the engine at full power for five minutes before takeoff. The pilot successfully took off on runway 25 and at approximately 500 feet above ground level, the engine lost power. The pilot turned the aircraft back towards the departure runway. While turning to line up with the grass along side the runway, the aircraft "sank out of the turn, collapsed left gear leg and bent left wing - landing in soft grass." The airplane came to a stop in the grass with it's nose on the ground and tail in the air. The pilot exited the airplane and pulled the tail back down. The pilot reported that he
believed the malfunction was a "fuel flow fault." Approximately 12 gallons of automotive fuel was on board at the time. Federal Aviation Administration airmen records indicated that the pilot does not hold airframe or powerplant mechanic certificates.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

A loss of engine power during the initial climb due to a fuel system malfunction. The pilot's incorrect maintenance modification to the fuel system and continued operation with known deficiencies were factors.

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Accident occurred Sunday, December 11, 2005 in Corona, CA
Probable Cause Approval Date: 3/26/2007
Aircraft: Boeing B75N1, registration: N65696
Injuries: 3 Uninjured.
A Boeing B75N1 (Stearman) and a Cessna 172 collided in mid-air while both were on final approach for landing at a non-towered airport. The Stearman was practicing takeoffs and landings and was on its third circuit and already established on the downwind leg of the traffic pattern. The Cessna was returning to the airport. The Cessna pilot reported hearing the Stearman pilot radio that he (the Stearman) was entering the traffic pattern. The Cessna pilot further reported that he entered the downwind, but did not see the Stearman, nor did he hear any further radio calls from the Stearman. The Stearman pilot reported that while on short final approach he saw a right wing lifting up from below towards his left wing and attempted to arrest his airplanes' descent; however, the Stearman collided with the top of the Cessna. The Cessna was forced to the ground and rolled to a stop alongside the runway. The Stearman aborted the landing and reentered the pattern
after verifying with another airborne pilot that his airplane was structurally intact. The Stearman landed uneventfully. Both pilots reported that the airport was very busy, and that the radio frequency, shared by other local area airports, was congested. Ground witness observed the Stearman on final approach, with the Cessna entering final approach below and behind the Stearman. On short final approach, the Cessna overtook the Stearman and both airplanes collided. One air witness stated that he heard the Stearman pilot making position reports on all legs of the pattern during the approach, and did not hear the Cessna pilot make any radio transmissions.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

failure of both pilots to see and avoid each other during traffic pattern operations at a non-towered airport.

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Accident occurred Saturday, April 23, 2005 in Corona, CA
Probable Cause Approval Date: 7/7/2005
Aircraft: Cessna 180, registration: N270KC
Injuries: 2 Uninjured.
The airplane ground looped off the runway during landing and collided with a VASI light fixture. During landing rollout on runway 25, the pilot encountered a 16- to 20-knot wind gust from 240 degrees, and he lost directional control of his airplane. The airplane veered off the runway, and it impacted the visual approach slope indicator (VASI) lights. The pilot's approach, touchdown, and the initial portion of the rollout had been normal. A wind gust was encountered during the latter portion of the rollout. A witness, who was standing on the tarmac, reported that the wind was gusting to 20 knots about the time of the accident. The pilot reported that he had not experienced any mechanical malfunction or failure with his airplane.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the pilot's inadequate compensation for a crosswind/wind gust condition and his failure to maintain directional control during landing rollout.

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Accident occurred Thursday, November 25, 2004 in Corona, CA
Probable Cause Approval Date: 4/25/2006
Aircraft: Cessna 411, registration: N747JU
Injuries: 2 Fatal.
The multiengine airplane impacted terrain shortly after departing from the airport. The airplane began the initial climb after liftoff and initially maintained a track along the extended runway centerline. Witnesses indicated that about 1 mile into the initial climb, the aircraft began to make erratic yawing maneuvers and the engines began to emit smoke. The airplane rolled to the left and dove toward the ground, erupting into fire upon impact. Prior to the accident, the pilot had reportedly been having mechanical problems with the fuel tank bladder installations and had attempted to install new ones. He was performing his own maintenance on the airplane in an attempt to rectify the problem. The day before the accident, the pilot told his hangar mate that he took the airplane on a test flight and experienced mechanical problems with an engine. Neither the nature of the engine problems nor the actions to resolve the discrepancies could be determined. On
site examination of the thermally destroyed wreckage disclosed evidence consistent with the right engine producing significantly more power than the left engine at ground impact. The extent of the thermal destruction precluded any determination regarding the fuel selector positions, the positions for the boost pump switches, or the fuel tanks/lines.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

A loss of engine(s) power for undetermined reasons. Also causal was the pilot's failure to maintain the airplane's minimum controllable airspeed (Vmc) during the initial climb following a loss of power in one engine, which resulted in a loss of aircraft control and subsequent impact with terrain.

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Accident occurred Monday, December 15, 2003 in Corona, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Cessna 150J, registration: N61303
Injuries: 2 Fatal.
The student pilot and his passenger took off in the single engine airplane in early morning fog and low overcast, and crashed 528 yards from the departure end of the runway. The airplane was located 14 days later in the wooded marshland off of the departure end of the runway. Local weather observations reported that the visibility at the time of departure was less than one-half mile in fog, and the vertical visibility (ceiling) was 100 feet. The pilot obtained a standard weather briefing prior to departure, which included the low visibilities and ceilings. The pilot did not document any instrument flying experience. The post accident examination of the airplane revealed no mechanical abnormalities.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The student pilot's intentional VFR flight into instrument meteorological conditions, and his failure to maintain aircraft control as a result of spatial disorientation.

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Accident occurred Wednesday, October 01, 2003 in Corona, CA
Probable Cause Approval Date: 10/3/2006
Aircraft: Piper PA-32R-301T, registration: N481CA
Injuries: 2 Fatal.
Shortly after takeoff the pilot contacted air traffic controllers and declared an emergency due to an in-flight fire. An airborne witness in another aircraft reported seeing the accident airplane in level flight with black smoke emanating from it. The airborne witness then reported seeing the airplane bank to the left and enter a nose down spiral towards the ground. The airplane impacted flat level terrain in a steep nose down attitude and the post-impact fire consumed the majority of the airplane. The flight was airborne for about 4 minutes before it crashed. The on-scene and detailed post recovery examinations revealed evidence consistent with an in-flight fire in the lower aft engine compartment area in proximity to the turbocharger and the adjacent firewall. Evidence on the nose landing gear strut cylinder suggests that temperatures in this area exceeded the melting point of aluminum while the airplane was in flight. During the engine examination
investigators noted that the tension ring of the turbocharger exhaust clamp that retains the exhaust duct to the turbine side of the turbocharger had fractured at the 11 o'clock position. The exhaust clamp bolt remained connected and properly safetied. With this clamp broken and the exhaust ducting loose, hot exhaust gasses would have been directed against the lower firewall. The examination of the turbocharger exhaust clamp showed a high temperature creep/stress rupture that initiated from a crack at one of the resistance welds that joins the sheet metal retainers to the tension ring. The turbocharger gases are approximately 1,200 to 1,500 degrees Fahrenheit, and the tension ring fracture surface showed intergranular brittle fracture across approximately 80-percent of the cross-sectional area initiating at the resistance weld. The heavily oxidized resistance weld region, when compared to the lighter oxidized sheet metal, suggested that the weld crack
was pre-existing. A review of past historical Safety Board data revealed three other accidents, FTW98FA325, FTW99LA241, and CHI02FA042, with similar fractures of exhaust clamps, and other referenced data showed that Inconel 718 could crack in an intergranular mode in a time-dependent creep/stress rupture mode in this temperature range. Cockpit/cabin material that showed exposure to fire was found in the wreckage debris field away from any areas affected by the ground fire.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

failure of the turbocharger exhaust clamp due to a pre-existing weld crack, which allowed the release of high temperature exhaust gasses in the engine compartment, causing an in-flight fire.

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Accident occurred Thursday, June 26, 2003 in Corona, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Pieterse Kitfox 2, registration: N164JR
Injuries: 1 Uninjured.
The private pilot reported a loss of engine power in the homebuilt experimental airplane when he reduced power and lowered the nose to descend for a landing. He was unable to restore engine power, and made an emergency landing in a dirt field. The airplane came to rest inverted, sustaining structural damage. The owner/pilot reported that the original builder of the airplane had installed the fuel pick up in the wing tanks so that when flying with half tanks in a nose down attitude, fuel was undeliverable to the engine. The owner/pilot noted he solved the problem by redesigning the fuel system so that the fuel flows into a header tank that has an associated electric fuel pump.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The improper design and installation of the airplane's fuel system by the builder of the experimental airplane, which resulted in fuel starvation and a loss of engine power.

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Accident occurred Sunday, May 04, 2003 in Corona, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Cessna 411, registration: N1133S
Injuries: 1 Fatal.
The pilot lost control of his twin engine airplane and collided with terrain while returning to the departure airport after reporting an engine problem. Shortly after takeoff, about 4,000 feet msl, the pilot reported to ATC that he had an engine problem and would return to the airport. The radar plot reveals a steady descent of the airplane from 4,000 feet msl to the accident site, approximately 2 miles from the designated airport. Ground witnesses reported that they saw the airplane flying very low, about 500 feet agl, seconds prior to the accident apparently heading toward the departure airport. The witnesses reported consistent observations of the airplane "wobbling," then going into a steep knife-edge left bank before it dove into the ground. Witnesses at the airport said that the pilot sought out help in getting his radios operating prior to takeoff, telling the witness, "its been four and a half months since I've been in an airplane, I can't even
figure out how to put the radios back in." No fueling records were found for the airplane at the departure airport. The last documented fueling of the airplane was on October 31, 2002, with the addition of 56.2 gallons. Witnesses reported that the airplane did not take on any fuel immediately prior to the flight on May 4th. The flight was the first flight since the airplane received its annual inspection 2 months prior to the accident, and, it was the pilot's first flight after 4 months of inactivity. It is a common practice for maintenance personnel to pull the landing light circuit breakers during maintenance to prevent the fuel transfer pumps, which are wired through the landing light system, from operating continuously. The fuel transfer pumps move fuel from the forward part of the main fuel tank to the center baffle area where it is picked up and routed to the engine. It is conceivable that these circuit breakers were not reset by the pilot for
this flight. Wreckage examination revealed a post accident fire on the right wing of the airplane and no fire on the left wing. Additionally, only a small amount of fuel was identified around the left wing tanks after the accident, and no hydraulic deformation was observed to the left main tank or the internal baffles. The landing gear bellcrank indicates that the landing gear was in the down position. The engine and propeller post impact signatures indicate that the left engine was operating at a low power setting (wind milling), while the right engine and propeller indicate a high power setting. Disassembly and inspection of the internal propeller hub components showed that the left propeller was not feathered. The left engine is the critical engine and loss of power in that engine would make directional control more difficult at slower speeds. The airplane owners manual states that "climb or continued level flight at a moderate altitude is improbable
with the landing gear extended or the propeller wind milling." The single engine flight procedure delineated in the manual dictates a higher than normal altitude for a successful single engine landing approach.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The failure of the pilot to properly configure the airplane for a one engine inoperative condition (including his failure to feather the propeller of the affected engine, retract the landing gear, and maintain minimum single engine speed). Factors related to the accident were fuel starvation of the left engine, due to an inadequate fuel supply in the left tanks, inoperative fuel transfer pumps, and the pilot's decision to takeoff with out fueling.

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Accident occurred Monday, December 30, 2002 in CORONA, CA
Probable Cause Approval Date: 7/29/2004
Aircraft: NICHOLSON LANCAIR 320, registration: N364M
Injuries: 1 Uninjured.
The day before the accident the pilot/builder of the experimental airplane had installed an air/oil separator on the airplane. In the process, he had removed a high-pressure oil line from the oil cooler and then reattached it "firmly" with a screw clamp "as best he could." A taxi test was conducted with the engine cowling removed to check for oil leaks, and none were found. During climb out, at 6,500 feet, the engine lost oil pressure, and the pilot decided to make an emergency landing on an interstate highway. During final approach, the engine seized, and the airplane struck the roof of a motor home and came to rest on its belly. According to the pilot, the engine seized after the "hi presssure oil line to oil cooler was pushed or pulled off, draining all oil" from the engine.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot/builder's improper maintenance procedure for reattaching a high-pressure oil line, which resulted in the oil line disconnecting during flight, followed by a loss of oil and engine seizure.

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Accident occurred Friday, November 01, 2002 in Corona, CA
Probable Cause Approval Date: 10/28/2004
Aircraft: Piper PA-24-180, registration: N5129P
Injuries: 2 Uninjured.
Following an unstabilized approach, the private pilot landed the airplane hard in a nose low attitude and bounced. Thereafter, the pilot was unsuccessful in his recovery efforts and lost control of the airplane as it bounced again. The airplane swerved off the runway overloading the landing gear until it collapsed. The pilot was a ground school instructor, did not hold a certified flight instructor certificate, and was flying from the right seat. The airplane's owner, who also held a private pilot certificate, occupied the left seat. The owner indicated that his ground school instructor's handling of the airplane's controls from the right seat was problematic, and he almost lost control of the airplane during takeoff. During a subsequent approach for landing, the instructor flew the airplane a little low and fast. Upon touchdown the airplane veered to the right with the right edge of the runway well under the right wing. The instructor applied left
rudder while pulling the nose up. The stall warning buzzer activated, and the instructor lowered the nose abruptly, striking the runway with the nose wheel. The airplane bounced and veered off the runway. A professional pilot, who witnessed the accident airplane's final approach, reported that the approach looked unusual and was not stabilized. The airplane appeared to dive toward the runway and was descending fast. The wings rocked and the airplane yawed. The airplane contacted the runway with its nose and right main wheels first. It then bounced about 20 feet into the air and yawed right. Then it yawed left and contacted the runway with its left main wheel and nose wheel. It bounced again and continued turning left. The airplane contacted the ground for the third and last time while in a left wing low attitude.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's misjudged landing flare. Also causal were the pilot's improper bounced landing recovery procedures and inadvertent swerve, resulting in the landing gear collapsing from overload.

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Accident occurred Tuesday, December 04, 2001 in Corona, CA
Probable Cause Approval Date: 6/2/2004
Aircraft: Cessna 172C, registration: N1834Y
Injuries: 3 Uninjured.
During an aborted landing attempt, the engine lost power and the airplane impacted soft swampy terrain. The nose wheel impacted the terrain first and was sheared off. The airplane came to an abrupt stop, and came to rest upright. On the approach the student pilot/owner/operator, who was also the pilot flying, moved the fuel selector to the BOTH position. He did not visually verify the fuel selector's actual position, he did it by feel. The airplane landed hard and began to porpoise down the runway. The private pilot, seated in the right seat, took the flight controls from the student pilot and initiated an aborted landing. He advanced the throttle, and the airplane climbed to 80 feet when the engine quit. The private pilot aimed the airplane towards the ground to avoid trees situated off the departure end of the runway. The student pilot refueled the airplane prior to departure, and noted no mechanical anomalies on the return flight. After the accident,
fuel was observed in both fuel tanks. Due to the nose down, wing low attitude of the airplane on-scene, a determination could not be made as to the amount of fuel on board. Post accident examination of the airframe and engine disclosed no evidence of a preimpact mechanical malfunction or failure. The carburetor heat control was found in the off position. According to the aviation routine weather report for an airport 10 statute miles from the accident site, the temperature/dew point was 45 degrees and 41 degrees Fahrenheit, respectively. According to the Carburetor Icing Probability Chart, the conditions were conducive to serious icing.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

a loss of engine power due to the pilot's improper use of the carburetor heat controls while in weather conditions conducive to serious carburetor icing.

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Accident occurred Tuesday, August 15, 2000 in CORONA, CA
Probable Cause Approval Date: 6/25/2003
Aircraft: FOLLMER Q200, registration: N8427
Injuries: 1 Minor.
The amateur-built airplane collided with ground obstructions during a forced landing on an interstate highway following the in-flight separation of a portion of one propeller blade. An FAA airworthiness inspector examined the airplane and interviewed the pilot. The pilot reported that the airplane was in cruise flight when it suddenly began to shake violently. The pilot believed he had lost part of the wooden propeller and turned to return to the departure airport. The shaking through the airframe became intense and the pilot was unsure of the continued integrity of the airframe. He decided to land on a major interstate highway beneath the airplane. During the landing rollout, the airplane was quickly catching up to automobiles on the road ahead and the pilot intentionally steered the airplane to the right shoulder to avoid a collision with the vehicles. The right wing contacted a light pole and slued the airplane nose first into another pole. The second
collision with the pole shattered the propeller into small splinters. The airplane continued down an embankment and collided with additional brush. The FAA inspector searched the area and was able to identify one propeller blade tip in the propeller fragments scattered over the site. The second tip could not be located. According to the pilot, the aircraft owner built the airplane prior to 1990 and obtained an initial airworthiness and registration certificate, then placed the airplane into storage. The airplane did not fly from 1990 until weeks before the accident. The pilot was in the process of flying the initial 40 operating hours for an unrestricted experimental airworthiness certificate and had flown the airplane about 11 hours.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The failure and separation of one wooden propeller blade for undetermined reasons.

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Accident occurred Wednesday, August 09, 2000 in CORONA, CA
Probable Cause Approval Date: 11/1/2001
Aircraft: Cessna 150H, registration: N7011S
Injuries: 1 Uninjured.
The airplane lost engine power on takeoff and made an off airport landing in an open field adjacent to the departure end of the runway. After touchdown the nose landing gear dug into the soft dirt and the airplane became inverted. The purpose of the both flights on the day of the accident was to conduct pattern work. The student pilot had flown the accident airplane earlier in the day and noted a loss of power on the climb out, which he attributed to the wind. The engine came back online and he continued the flight. When he came back to land he noted the same loss of power. He shutdown the engine and took a break before flying again. Prior to the accident flight he conducted a preflight. He visually verified, with the fuel gage and checking the fuel tank, that there was 1/4 tank of fuel. He concluded that there was a sufficient amount of fuel for the duration of his flight. No discrepancies were noted with the first takeoff and landing. On the second
takeoff, the engine started to lose power and he made an off airport landing. During the recovery, no fuel was found on-scene. The fuel system was inspected and found to be intact. Approximately 1 gallon of fuel was drained from the aircraft to engine fuel line. An engine run was conducted with no discrepancies noted. The airplane was refueled the day before the accident with 9 gallons of fuel, which brought the total amount of fuel on board to 15 gallons. According to flight logs, the airplane flew for 2.2 hours the day before the accident. The pilot stated that he flew .4 hours prior to the accident flight. According to the airplane manufacturer, the airplane burns 3.0 gallons of fuel an hour at a power setting of 1,800 rpm, and 3.5 gallons of fuel is unusable.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The student pilot's inadequate preflight planning which included improper fuel consumption calculations that led to fuel exhaustion and loss of engine power during takeoff.

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Accident occurred Saturday, March 25, 2000 in CORONA, CA
Probable Cause Approval Date: 7/17/2001
Aircraft: Cessna 172, registration: N7354A
Injuries: 4 Uninjured.
The pilot and passengers had taken off from Goodyear airport in Phoenix, Arizona for a flight to Santa Ana, California. The pilot said he obtained a weather briefing from the airport at Goodyear, but did not check with anybody concerning the fog he encountered near Corona, California. He stated that the Riverside and Corona area was 'socked in' with heavy fog and clouds, but that the outlying areas in the Moreno Valley were clear. He stated that the fog was coming in fast with low ceilings, so he decided to land in the clearing. While they were at the clearing, the pilot's father went to a nearby landfill and purchased approximately 18 gallons of automotive fuel for the airplane. After the fog began to clear, the pilot said they got ready to takeoff, and he got about 2-3 feet in the air when the engine suddenly died as if he had pulled back on the throttle. He said he also heard a popping noise but could not determine if it was the engine or a rock
hitting the airplane. Later the pilot told FAA investigators that he did not have a problem with the engine. After the accident, at the request of the local fire department officials, the pilot drained approximately 18 gallons of fuel from the airplane. During a postaccident examination, the engine was started normally three times, with good throttle response and normal oil pressure.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's inadequate weather evaluation, and his improper remedial actions that led to a precautionary landing and subsequent attempted takeoff from unsuitable terrain.




Corona Municipal Airport Approach / Landing: