General William J Fox Airfield, Lancaster, CA

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Airport Area Accident History:
Accident occurred Wednesday, January 10, 2007 in Lancaster, CA
Probable Cause Approval Date: 6/27/2007
Aircraft: Cessna 172S, registration: N534SP
Injuries: 1 Uninjured.
The student pilot stated that wake turbulence was encountered during the takeoff roll, directional control was lost, and the airplane nosed-over after impacting a berm off the runway surface. A larger, twin-engine jet aircraft landed long about 2 minutes prior to the accident. The student pilot then landed, stopped, and began his takeoff roll. During the takeoff roll, the airplane began to veer to the left. The pilot attempted to realign the airplane on the centerline by applying right rudder and right brake, at which time the airplane veered sharply to the left in a skidding motion. The airplane impacted a berm and nosed-over. The FAA accident coordinator stated that there were no pre-impact mechanical anomalies with the airplane. Winds were calm at the time of the accident.

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

The reason for the loss of directional control was undetermined.

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Accident occurred Monday, January 09, 2006 in Lancaster, CA
Probable Cause Approval Date: 9/27/2007
Aircraft: Cirrus Design Corp. SR20, registration: N526CD
Injuries: 2 Fatal.
While simulating an engine failure on climb-out, the airplane was observed to enter a left teardrop maneuver as it attempted to return to the airport. During the turn, the airplane stalled, entered a spin, and impacted level terrain 1 nautical mile northeast of the departure end of runway 06. The reported winds were 060 degrees at 15 knots. According to the air traffic controller working the local control position, after completing several touch-and-go landings on runway 06, the instructor requested the first of two teardrop return to runway engine-out maneuvers. During the first one, the airplane made a left teardrop 180-degree turn as it attempted to land on runway 24. During the turn, the airplane appeared to lose a significant amount of altitude. The controller stated that the airplane recovered prior to landing, and then executed a go-around to reenter the traffic pattern. During the second attempt, the airplane again entered a teardrop turn to the
left and then "spin to the ground." An examination of the wreckage revealed that the airplane impacted the terrain in a 70-degree nose down, left wing low attitude. All flight control surfaces, engine, propeller, and Cirrus Airframe Parachute System (CAPS) components were located at the site. The engine and propeller were embedded in the ground approximately 2 feet, and all three propeller blades exhibited rotational scoring. Recorded data was retrieved from the Avidyne Primary Flight Display (PFD) and Multi-Function Display (MFD). The data log retrieved for the accident flight included data from a time stamp of 12:17:36 to 13:32:00 on January 9, 2006. The next scheduled data-logging event would have been at 13:33:00; however, the unit operation ceased prior to reaching the next recording point. At the last data sampling point, the engine rpm (revolutions per minute) was at 2,680 rpm, the engine manifold pressure was 27.5 inches, and the airplane
electrical bus voltage was 27.5 volts. The recorded data did not show any engine or system anomalies. The information from the download of the MFD was consistent with the visual information provided by witnesses.

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

The student pilot's failure to maintain an adequate airspeed while maneuvering, and, the flight instructor's inadequate supervision of the flight. A factor in the accident was the strong tailwind encountered as the airplane turned from an upwind to a downwind during the teardrop maneuver.

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Accident occurred Tuesday, December 27, 2005 in Lancaster, CA
Probable Cause Approval Date: 4/25/2006
Aircraft: SOCATA TBM 700, registration: N198X
Injuries: 2 Minor.
The airplane stalled on short final approach, and it impacted the ground. The purpose of the flight was for the student to receive dual flight instruction to become more acquainted with the airplane's handling characteristics. The student met with his certified flight instructor and received a briefing regarding the upcoming lesson involving, in part, takeoff and landing practice. The instructor directed his student to perform a simulated engine out approach, and engine power was reduced as the airplane glided toward the airport. The student entered a close in downwind approach and, at the direction of the instructor, then performed a left circling turn onto the base and final approach legs. The landing gear was lowered, and the student questioned the instructor regarding whether they could glide all the way to the runway. The instructor advised his student to maintain 90 knots airspeed. During the descent, as the airplane turned from the close in base
leg onto the final approach leg, the instructor told his student "don't bank." The student rolled the wings level. Immediately thereafter, the left bank began a second time and the instructor again said, "Don't bank." The student replied, "I'm not." The instructor applied engine power and right rudder to reduce the left bank. The airplane stopped rolling left, and then rolled into a right bank, whereupon the right wing impacted the ground. At no time did the instructor direct his student to release the airplane's flight controls.

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

The student's failure to maintain adequate airspeed, and the instructor's inadequate supervision and delayed remedial action, which resulted in a stall/mush.

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Accident occurred Wednesday, August 10, 2005 in Lancaster, CA
Probable Cause Approval Date: 4/25/2007
Aircraft: San Joaquin Helicopters OH-58A+, registration: N177SJ
Injuries: 1 Fatal.
Following a loss of engine power, the helicopter impacted the ground during the application of chemicals to an agricultural field. Post accident examination of the engine showed that the power turbine to pinion gear coupling had fractured. Metallurgical examination of the affected components showed that the coupling failed in fatigue, which effectively separated the engine from the main rotor gearbox. The fatigue was the result of a misaligned power turbine outer shaft, where the axis of the turbine shaft was angled slightly relative to the coupling and pinion axes. The turbine section had been removed from another engine due to metal contamination. The turbine section was repaired and subsequently installed on the accident helicopter on August 11, 2004, where it operated for 770.3 hours prior to the accident. Weight and balance calculations showed that the helicopter was in excess of its certificated maximum gross weight by 174 pounds.

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

The pinion to turbine shaft coupling failed in fatigue due to a misaligned turbine shaft, which resulted in a loss of engine power.

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Accident occurred Sunday, September 12, 2004 in Lancaster, CA
Probable Cause Approval Date: 12/3/2004
Aircraft: Smith S-51D, registration: N51VS
Injuries: 1 Uninjured.
The airplane impacted the runway in a 3-point attitude, the main landing gear forks fractured, and the airplane skidded off the right side of the runway. The pilot/owner/builder had just recently completed fabricating the airplane, and the purpose of the flight was to develop emergency procedures for engine out landings. The pilot configured the airplane with the landing gear down, flaps up, and the engine at 3,800 rpm (1,784 propeller rpm). He would perform the maneuver at 110 knots. The first attempt left him rolling onto final 1/4 mile short of the runway, so he added power and did a touch-and-go. During the second attempt the pilot overshot the runway extended centerline and executed a go-around. On the third attempt the pilot had the airplane on final, at 200 feet agl, on the runway extended centerline, and about 100 knots. He pulled the stick back to arrest the sink rate. He noted that the angle of attack (AOA) indicator was reading three red dots
(indicating that the airplane was within 10 percent of stalling), and the airplane impacted the runway in a 3-point attitude. The main landing gear forks fractured, and the airplane skidded off the right side of the runway, traveling some 600 feet beyond the impact point.

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

the pilot's misjudged landing flare, failure to correct the descent rate, and failure to execute a go-around during an unstablized landing approach.

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Accident occurred Wednesday, June 23, 2004 in Lancaster, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Bell 206B, registration: N305FD
Injuries: 2 Minor.
The helicopter landed hard and rolled on its side during a practice autorotation. The CFI and pilot-undergoing-instruction (PUI) were practicing a 180-degree autorotation. The PUI rolled out onto final at 400 feet agl. The PUI said that about 70 feet agl he leveled the helicopter, rolled in throttle, and started his flare. About 50 feet agl, he leveled in the flare because the helicopter "did not feel like it was building energy" and was not as effective in the flare. The rotor rpm was at 100 percent. He noted that there seemed to be not enough engine power to recover. He leveled the aircraft to get out of the flare and raised the collective. The low rotor horn sounded shortly after. The helicopter landed hard, bounced, spun around, hit the ground again, and rolled over on its right side. The Los Angeles City Fire Department "flare autorotations" procedure states "At approximately 75 feet from the ground, you begin your flare by applying a smooth
pressure on the cyclic, flaring the ship at the right altitude and leveling the ship from a flare require quick but smooth movement of the cyclic...You will lost some altitude coming out of the flare but the ship should be level by the time you reach 10 feet." An engine teardown was conducted, with no anomalies found. The fuel control and governor bench tested to specifications.

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

The pilot's misjudged autorotative flare and the flight instructor's delayed remedial action and inadequate supervision of the flight.

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Accident occurred Friday, May 14, 2004 in Lancaster, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Downer Bellanca 14-19-2, registration: N7658B
Injuries: 2 Minor.
The airplane impacted sagebrush during a forced landing following a loss of engine power. The commercial pilot reported he was in cruise flight at 1,000 feet above the ground when the engine lost power. The pilot reported the loss of power was "in a manner indicative of fuel starvation." The pilot switched fuel tanks from the auxiliary fuel tank to the right main fuel tank and attempted an engine restart with the wobble pump. The pilot obtained an engine surge, but no power. He switched to the left main fuel tank and utilized the wobble pump again, to no avail. The pilot then set up for the forced landing in desert terrain. Post-accident examination of the aircraft revealed there was no fuel present in the auxiliary fuel tank, while the left and right main fuel tanks had 10 and 15 gallons of fuel, respectively. No fuel was present in the gascolator, the carburetor, and any of the fuel lines forward of the firewall. The aircraft's operation manual
indicates that the auxiliary fuel tank should not be completely emptied in flight because it will result in air being pumped into the fuel line.

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

The pilot's fuel mismanagement by his failure to follow the recommended procedures for operation of the auxiliary fuel tank, which resulted in fuel starvation and loss of engine power during cruise flight.

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Accident occurred Thursday, October 16, 2003 in Lancaster, CA
Probable Cause Approval Date: 10/31/2006
Aircraft: Beech A36, registration: N700TT
Injuries: 1 Uninjured.
The airplane collided with power lines during an off-airport forced landing following a loss of engine power. While in cruise at 10,500 feet, the pilot heard a bang, and the engine lost power. He declared an emergency, and attempted to glide to a nearby airport; however, he was unable to make it to the runway. The airplane collided with power lines and fell to the ground about 4 miles west of the airport. The N1 and N2 shafting systems were bound up and would not move. The upper magnetic chip detector was free of metal, but it did contain coke. There was slight varnishing of the anode and cathode. The lower magnetic chip detector contained a substantial amount of metallic particles, subsequently identified as material from the No. 5 bearing. The particles did bridge the gap from anode to cathode. A detailed examination of the engine determined that three sections of the first stage turbine wheel separated. The stub shaft also fractured and separated, and
a portion of the fractured tie bolt remained in the wheel. Metallurgical examination of the first and second stage turbine wheels found evidence of gamma prime solutioning and localized melting of the second stage turbine wheel airfoil tips, indicating temperature exposures above 2,100 degrees Farenheit, a temperature range outside the normal operating envelope of these wheels. This exposure to elevated temperatures resulted in rim separation due to thermal fatigue initiating at the rim followed by accelerated interdendritic creep crack growth. No evidence of an oil fire was associated with the first stage wheel separation. The composition, hardness, and microstructure of the first stage turbine wheel were as required by the engineering drawing. The No. 5 bearing exhibited heat distress, but the cause of this could not be conclusively determined. According to Rolls-Royce Allison, the internal evidence of excessive thermal damage to the first and second
stage turbine wheels was consistent with prior examples of known hot starts.


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

A loss of engine power due to thermal fatigue failure of the first stage turbine wheel resulting in release of a section of its rim. The thermal fatigue was due to the engine exceeding its temperature limits during one or more start cycles.

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Accident occurred Thursday, January 30, 2003 in LANCASTER, CA
Probable Cause Approval Date: 7/31/2006
Aircraft: Beech D95A, registration: N5639S
Injuries: 2 Fatal.
The airplane collided with a hangar during a go-around. The flight crew entered the traffic pattern and completed one touch-and-go landing. The crew requested, and the controller cleared them, for a simulated single engine full stop landing on runway 24. The controller thought that the touch-and-go approach and landing was unremarkable and perfectly normal. On the single engine full stop approach, he thought that the airplane made a short approach with the wings rocking back and fourth. The airplane looked like it was low and could possibly land short of the runway. As the airplane approached the end of the runway, it began to veer to the left (from the flight crew's perspective). The controller said it appeared to be headed directly for the control tower as it continued to drift left. The airplane stayed low to the ground and the controller had the impression that the flight crew was attempting to climb. The wing lights were continuously rocking back
and fourth as the airplane continued to drift left and it crossed the dirt infield and a taxiway while still airborne. The bank angle then increased sharply to the left, and the airplane disappeared behind some hangars. The controller estimated that the airplane was 1,500 feet from the approach end of the runway when he observed a fireball and alerted rescue crews. The instructor pilot's autopsy noted undiagnosed lung cancer that had metastasized to his brain. The brain showed evidence of severe swelling, with disruption of the normal brain structure. The instructor pilot had been prescribed a pain medication (tramadol), which was found in the instructor pilot's blood at a level consistent with regular use at least at the dose prescribed. The medication is known to increase the risk for seizures, particularly in patients with other potential seizure risks. The effects of the brain swelling and the medication likely produced seizure activity in the
instructor which could have significantly interfered with the aircraft controls and made it difficult or impossible for the student to have adequately controlled the aircraft.

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

a loss of aircraft control due to the instructor pilot's incapacitation by seizure activity as a result of his undiagnosed cancer, and his use of a medication that can increase seizure risk.

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Accident occurred Tuesday, April 23, 2002 in LANCASTER, CA
Probable Cause Approval Date: 6/2/2004
Aircraft: Cessna 340A, registration: N6304X
Injuries: 1 Uninjured.
Following a normal approach and landing, the right main landing gear collapsed during the landing rollout. Post accident examination revealed the landing gear selector was in the down position and the landing gear microswitches were dirty, but not cracked or broken. After maintenance personnel replaced the microswitches, the landing gear functioned properly.

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

The collapse of the right main landing gear as a result of a malfunctioning microswitch.

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Accident occurred Wednesday, April 18, 2001 in Lancaster, CA
Probable Cause Approval Date: 11/28/2001
Aircraft: Cessna 172B, registration: N4672L
Injuries: 2 Serious, 1 Minor.
The pilot attempted to climb the airplane into rising terrain in a box canyon. Surface wind at 18 knots with gusts to 24 knots formed a downdraft on the lee side of a ridge forming one side of the canyon. The density altiude was 5,000 feet. The pilot reported the aircraft "experienced involuntary descent" and despite full engine power the aircraft was "unable to gain/maintain altiude resulting in [a] forced landing." He also reported he "put in a little flap to keep from settling." No mechanical anomalies were found with the airplane.

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

The pilot's delay reversing course while flying toward rising terrain in a box canyon. Factors in the accident included a downdraft on the lee side of a ridge forming the box canyon, high density altitude, and the pilot's improper use of flaps.

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Accident occurred Tuesday, December 12, 2000 in Lancaster, CA
Probable Cause Approval Date: 11/25/2003
Aircraft: Cessna 182P, registration: N182ER
Injuries: 1 Fatal.
The commercial pilot lost control of the single engine airplane during a rapid descent to the arrival airport, and impacted the ground in a near vertical attitude at very high speed. The pilot reported he was 7 or 8 miles from the airport at 8,500 feet msl, and was inbound for landing. The controller asked the pilot if he would be able to descend from his position. The pilot answered, "Yeah, if I could do right traffic, I'll go into a imitation of a rock, see what I can do." The controller told the pilot to enter a left downwind leg at a midfield position, and issued the wind conditions, which were reported as 270 degrees at 25 knots. Several witnesses, within a mile of the accident site, reported seeing the airplane as being in a steep, nose down attitude at a rapidly increasing rate of descent. The airplane maintained a perpendicular, nose down attitude until they lost sight of the airplane behind low scrub brush. About the same time they lost sight,
they reported seeing a dust cloud rise in the same vicinity. The dust cloud quickly dissipated in the gusting surface winds. The airplane's mode C radar data depicted the airplane descending at a rate of 5,500 feet per minute between the last two radar returns, which were spaced 12 seconds apart. The airplane's last radar return was depicted as 4,900 feet msl (2,545 feet above the ground). Co-workers described the following procedure used by the mishap pilot to lose altitude quickly: reduce power and slow airplane to 120 knots; position propeller control full forward; allow the engine temperatures to normalize; and trim airplane nose down to achieve an indicated airspeed near Vne (redline - Never Exceed Speed; 176 knots). It was reported the pilot learned this from other pilots who took parachutists to altitude. No pre-accident anomalies were noted with the airframe and engine during the examination. The main wings and all fixed and movable primary and
secondary control surfaces were accounted for at the impact site. No evidence was found to support a physiological incapacitation. Investigators considered the possibility of some combination of airplane attitude and speed aerodynamically blanking the empennage surfaces; however, no evidence to support such a conclusion was found.



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

the pilot's in-flight loss of control for undetermined reasons.

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Accident occurred Saturday, July 15, 2000 in LANCASTER, CA
Probable Cause Approval Date: 11/1/2001
Aircraft: Piper PA-22-160, registration: N8768D
Injuries: 2 Minor.
The pilot was on approach to the dirt airstrip where he based his airplane when he encountered wind gusts, which he said buffeted him around and caused a loss of lift. The airplane came into contact with power lines, which were about 30 feet agl. The airplane descended nose first and struck the ground.

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

The pilot's inadequate compensation for gusty winds conditions that resulted in the collision with a power line during final approach.

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Accident occurred Wednesday, May 31, 2000 in LANCASTER, CA
Probable Cause Approval Date: 7/30/2001
Aircraft: Hilyard DRAGONFLY, registration: N22EX
Injuries: 1 Uninjured.
During a series of high-speed runway taxi tests, a gust of wind caused the airplane to become airborne and veer to the right of centerline. Due to the insufficient remaining runway, the pilot added full power and continued the initial climb out within the traffic pattern. On the landing flare, a gust of wind raised the nose of the airplane reducing the airspeed, and the canard pitch authority became inadequate. The airplane struck the runway with the canard tip mounted wheels, porpoised three times, then departed the runway and came to rest nose down. Recorded winds were from 240 degrees at 12 knots gusting to 14 knots.

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

the pilot's failure to maintain adequate airspeed while attempting to land in gusty wind conditions leading to an inadvertent stall/mush, which resulted in a porpoise and subsequent loss of directional control.




General William J Fox Airfield Approach / Landing: