Hayward Executive Airport, Hayward, CA

Location:  The Hayward Executive Airport is located 2 miles west of Hayward, California.

Airport History:

The Hayward Executive Airport, originally called Hayward Army Airfield, was built in 1942 and used as a fighter base auxiliary field for Chico Army AirField. It was assigned to the USAF Fourth Air Force and was home to Lockheed P-38 fighters.

The property was turned over to the City of Hayward after the war and became the Hayward Municipal Airport.  The California Air National Guard was housed nearby and for a time the airport was the home base for the 61st Fighter Wing.

The Control Tower was built in 1960 and the airport became a civilian facility entirely when in 1980 the Air National Guard was reassigned to NAS Moffett Field in Mt View.

Hayward Airport Today: Helicopter operations; Intensive flight training; banner towing;



Airport Amenities and Services:  American Aircraft Sales; Atlantic Aviation; Brent's International Flying Vikings; California Airways; Flying Vikings, Inc.; J and R Electronics; Mather Aviation, LLC.; SP Aviation; Sullivan Propeller Specialists; o Aviation Hayward; Restaurant on the field; Carrows; Raj's Indian; Lodging within 1 mile; Fuel; Shell Jet, 100LL;

Special Events and Attractions: Oakland Coliseum; Golf;

Airport Area Accident History:

Accident occurred Wednesday, September 16, 2009 in Hayward, CA
Aircraft: Raytheon Aircraft Company B200, registration: N726CB
Injuries: 1 Uninjured.

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 September 16, 2009, about 1220 Pacific daylight time, a Raytheon Aircraft Company B200, N726CB, sustained substantial damage after impacting terrain while maneuvering during initial climb near the Hayward Executive Airport (HWD), Hayward, California. The commercial pilot, the sole occupant, was not injured. Visual meteorological conditions prevailed for the local flight, which was operated in accordance with 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed. The flight was originating at the time of the accident, with its destination being the San Carlos Airport (SQL), San Carlos, California.

In a telephone interview with the Safety Board investigator-in-charge (IIC), the pilot reported that immediately after taking off and "still very close to the ground," the airplane began to veer to the left. The pilot stated that he attempted to correct back to the right but the airplane didn't respond, and as he was losing airspeed he lowered the nose. Shortly thereafter the airplane impacted terrain in a wings level attitude, followed by an ensuing post crash fire. The pilot stated that he was able to exit the airplane through the rear passenger door without injury. The pilot further stated that at no time during the event was there any indication of a loss of engine power.

The airplane will be recovered to a secure location for further examination.

Accident occurred Sunday, June 25, 2006 in Hayward, CA
Probable Cause Approval Date: 5/29/2007
Aircraft: Cessna T210M, registration: N761GW
Injuries: 1 Fatal, 1 Uninjured.
The airplane was standing with the engine operating when the passenger got out of the airplane and contacted the rotating propeller. The pilot stated that prior to the accident he and the passenger had flown to another airport. Following a brief stop, they flew to the accident airport. After landing the pilot taxied to the pad area where he turned the airplane around, positioning the nose to face the runways. The pilot began cooling down the turbocharged engine by maintaining low revolutions per minute (rpm), while keeping the airplane stationary. He planned to perform an approximate 5-minute cooling down period and then taxi the airplane to a parking area where he would shut down. After several minutes of the airplane standing, the passenger took off his headset, got out of the airplane, and walked into the rotating propeller. The pilot was not sure of the reasoning behind the passenger exiting the airplane but thought that he may have been getting impatient with the wait for the engine cool down. The pilot stated that the passenger was an experienced pilot; in recent years he mostly flew airplanes that were equipped with wing struts. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The passenger's failure to see and avoid the rotating propeller. ===
Accident occurred Sunday, June 25, 2006 in Hayward, CA
Probable Cause Approval Date: 5/29/2007
Aircraft: Cessna T210M, registration: N761GW
Injuries: 1 Uninjured.
The airplane experienced a loss of engine power in the takeoff initial climb and collided with trees and terrain during the subsequent forced landing. The pilot was involved in another mishap (LAX06LA213) about 4 hours prior to the accident flight, which occurred in the same airplane. The previous accident occurred when the passenger got out of the airplane and was struck by the rotating propeller. Following that incident, the pilot and two airplane mechanics visually inspected the engine and propeller. All three men came to the agreement that the airplane did not incur any damage and was therefore in an airworthy condition. The pilot noted that during the previous mishap the propeller did not stop and the engine revolutions per minute (rpm) did not lag or slow. During an engine run he noted no anomalies on the cockpit gauges. After departure, with the airplane about 300 feet above ground level (agl), the engine experienced a loss of power. The pilot made a forced landing at a golf course and impacted trees. The pilot reported that prior to departure the airplane contained about 40 gallons of fuel in the left wing tank and 30 gallons of fuel in the right wing tank. The fuel tanks were breached from damage incurred during the accident. Post accident examinations revealed no evidence of pre-mishap mechanical malfunctions or failures of the engine and airframe. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: A loss of power for undetermined reasons. ===
Accident occurred Tuesday, April 12, 2005 in Hayward, CA
Probable Cause Approval Date: 6/28/2006
Aircraft: Newell Thomas RV6-A, registration: N16TN
Injuries: 1 Minor.
The airplane collided with an unoccupied truck short of the runway, following a total loss of engine power. Shortly after departure, and during the initial climb, the engine experienced a total loss of power. The pilot was unable to make it to the runway surface and the airplane collided with a truck located in a city maintenance yard. The airplane had undergone repairs from a previous accident 9 months prior to this accident. The airplane had flown a total of 1.6 hours since being returned to service. The repairs included the airplane being outfitted with new aluminum fuel tanks (supplied by the pilot), as the previous tanks had been damaged. There was no evidence that the mechanic who installed the fuel tanks or the pilot ever flushed the fuel system. At the accident site the glass fuel filters were removed from the airplane for examination and dark debris lining both filters was observed. Examination of the right fuel filter disclosed that fuel would not flow from the outlet side, but was able to flow from the inlet side, due to debris contamination. The fuel filters were automobile specific and visible to the pilot from the cockpit. Trace amounts of fuel were found throughout various points in the fuel system, including the fuel pumps and carburetor bowl. An examination of the carburetor's brass float found scrape marks, or chaffing on each side. The fuel lines were contaminated with a foreign particulate matter and flow tests using air found that the contaminants hindered air flow through the lines. The fuel filters were sent to the Safety Board Material Laboratory for analysis of the contaminants. An energy dispersive spectroscopy (EDS) was used to identify the material inside the filters as corroded iron or steel particles and dirt. Several larger pieces of a white material were identified as either plastic or paint. The quantity and size of the debris could have significantly impeded the flow of fuel through the filter. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: A loss of engine power due to fuel system contamination. A factor in the accident was the fuel system not being flushed out after it was involved in a previous accident where the fuel tanks were damaged. ===
Accident occurred Monday, April 19, 2004 in Hayward, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Aeronca Champ 7AC, registration: N83587
Injuries: 1 Uninjured.
The airplane ground looped off the runway and collided with a runway sign while landing. The wind was from 150 degrees at 12 knots. While abeam the runway identification numbers, in a left traffic pattern for runway 10L, the pilot was cleared for the option by Hayward Tower. He opted to make a touch-and-go, and continued to short final. Despite the right crosswind, he touched down on the runway centerline without incident. During the landing rollout, with the airplane configured in a wheel-landing attitude, the pilot encountered a strong gust of wind. The right wing lifted, and the tail was displaced to the left of centerline, resulting in a weathervane to the right. The pilot inputted full opposite rudder and aileron in an effort to counteract the wind conditions. The airplane veered to the right, and continued off the runway. The airplane's tail collided with a taxiway identification sign, and the airplane continued into a ditch that was located between the two runways. The pilot reported no preimpact mechanical malfunctions or failures with the airplane. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the pilot's inadequate compensation for the crosswind conditions and failure to maintain directional control. ===
Accident occurred Sunday, May 18, 2003 in Hayward, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Monaghan Glasair, registration: N271RP
Injuries: 2 Uninjured.
The airplane ground looped on landing. The pilot said the airplane bounced, he lost directional control, and the airplane departed the runway to the left. Just as the airplane bounced into the air, a gust of wind made the airplane weather vane to the left. Before the pilot could correct, the airplane touched down and ground looped off the runway. The pilot reported there were no discrepancies with the airplane prior to the accident. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the pilot's inadequate recovery from a bounced landing and his failure to maintain directional control, resulting in a ground loop. ===
Accident occurred Thursday, October 17, 2002 in Hayward, CA
Probable Cause Approval Date: 6/8/2005
Aircraft: Schweizer 269C, registration: N61416
Injuries: 2 Uninjured.
The helicopter landed hard and rolled over while practicing 180-degree autorotations. The student entered the autorotation and applied excessive collective during the turn. The rpm decreased and the student lowered the nose of the helicopter in order to increase airspeed; consequently, the helicopter was in a low rpm and high airspeed condition as it approached the landing area. The student rolled on the throttle but the descent continued. The CFI then took control of the helicopter but ground impact occurred before he could arrest the descent. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The flight instructor's inadequate supervision and delayed remedial action, which resulted in a hard landing. ===
Accident occurred Monday, July 02, 2001 in Hayward, CA
Probable Cause Approval Date: 5/30/2003
Aircraft: Robinson R22 Beta, registration: N4052K
Injuries: 2 Minor.
The helicopter impacted the ground, bounced, and impacted the ground a second time during a practice autorotation. The commercial/student pilot was practicing a 180-degree autorotation with a power recovery when an excessive rate of descent developed. The flight instructor said he "joined" the student on the controls and initiated a progressive rollout of the turn while simultaneously applying aft cyclic, raising the collective, and applying more power for a power recovery to level flight. The instructor said that the engine did not respond to the throttle input. Due to the rate of descent, the flight instructor elected not to attempt an "aggressive" flare "fearing a tail rotor ground strike." He continued with aft cyclic input and collective manipulation to reduce forward airspeed and rate of descent for a run-on landing. The helicopter contacted the ground in a "near skids level attitude" approximately 30 knots, with the rotor rpm in the "high end of the green region." The helicopter became airborne approximately 8-10 feet above the ground. The flight instructor indicated that the throttle was still unresponsive. He raised the collective to cushion the second impact and the low rotor rpm warning light and horn came on prior to set down. The helicopter impacted the ground again approximately 20 knots, collapsing the left skid. The helicopter then rolled to the left and came to rest on its left side facing approximately 180 degrees from the approach heading. A post-accident examination of the helicopter revealed no anomalies, with the exception of a failed left seat restraining system. An engine test run was conducted and no anomalies were noted that would have affected its operation. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the student's excessive rate of descent during a practice autorotation, and, the inadequate use of the rotorcraft flight controls by both pilots during the attempted recovery, which resulted in a hard landing. The flight instructor's inadequate supervision during the maneuver was also causal. ===
Accident occurred Monday, May 07, 2001 in Hayward, CA
Probable Cause Approval Date: 9/27/2001
Aircraft: Cessna 152, registration: N757XS
Injuries: 1 Uninjured.
An FAA Inspector interviewed the pilot and examined the airplane. The pilot stated he had flown two landing patterns with a certified flight instructor in preparation for his second solo flight. The instructor deplaned and the student made two successful touch-and-go landings prior to the accident. On the third landing the airplane landed hard, bounced, and landed on the nose wheel. The student said that the bounce "was very high and I [tried] to pitch down and let it glide, but the nose wheel touch[ed] down first." The nose wheel was folded back along the underside of the fuselage and the left wingtip struck the runway bending the wing spar. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the student pilot's misjudged landing flare and improper use of the elevator control. ===
Accident occurred Saturday, March 17, 2001 in Hayward, CA
Probable Cause Approval Date: 11/29/2006
Aircraft: Eurocopter France AS350-B2, registration: N996PD
Injuries: 3 Uninjured.
The airline transport certificated helicopter pilot was conducting nighttime aerial surveillance in support of law enforcement activities over a densely populated residential area. As he orbited the helicopter about 600 feet above a residential area, all engine power was lost. The pilot entered an autorotation, and attempted to make an emergency landing on a residential lawn, located within the dimly lit residential area. The helicopter struck a small gauge residential power supply line that was stretched across the emergency glide path. After striking the power line, the helicopter landed hard and nosed down, coming to rest in the front lawn of a residence. The helicopter sustained substantial damage to the main rotor hub assembly (starflex), tail boom, and fuselage. Postaccident examination of the Turbomeca Arriel 1D1 turbo shaft engine revealed a fractured bevel gear, part number 0292107960, located in the engine accessory gearbox. A metallurgical examination of the fractured bevel gear disclosed evidence of radial cracks between the teeth of the gear, consistent with high cycle fatigue (HCF) phenomenon. As a result, Turbomeca issued a service letter to all operators of Arriel engines outlining an inspection method for engines currently in service, suggesting that the bevel gear will be checked systematically. The service letter reported, in part: "The fracture was the result of a fatigue propagation. Metallurgical and dimensional analyses have not revealed any defect." The failure of the accessory bevel gear will result in the failure of the fuel pump and fuel control unit, and a loss of engine power. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The fatigue fracture of the engine accessory drive gear while maneuvering, which resulted in a loss of engine power and collision with a residential transmission line during the ensuing forced landing. A factor associated with the accident was the residential transmission line. UTube Airport Approach / Landing: