Paso Robles Municipal Airport, Paso Robles, CA

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Airport Area Accident History:
Accident occurred Sunday, December 30, 2007 in Paso Robles, CA
Probable Cause Approval Date: 9/26/2008
Aircraft: Cirrus Design Corp. SR22, registration: N254SR
Injuries: 1 Fatal.
As the airplane was approaching a friend's residence, the pilot called the friend on a cellular telephone informing him that he was about to pass by. The pilot had done this on many occasions as a way of notifying the friend that he should leave to pick him up from the airport. The friend was speaking with the pilot on the telephone when he observed the airplane drop rapidly about 1,000 feet as it was flying toward his house. The airplane was maneuvering very low in a nose-high configuration with full power, flying fast through the slight valley about 75 feet above ground level (agl). He noted that the winds were from the east (providing a tailwind) and estimated they were about 40 miles per hour (mph). The friend heard the telephone drop, with the pilot making a few inaudible comments. The airplane than made a rapid ascent as it neared power lines, climbing in a near vertical nose-high maneuver to about 1,000 feet agl. It subsequently made a 90-degree
pivot about the longitudinal axis and then continued to turn into a barrel roll, disappearing behind the tree line. Ground scar analysis, impact signatures, and wreckage fragmentation patterns disclosed that the airplane impacted terrain in a near level attitude, with high forward velocity. The impact geometry combined with the witness statements of observing the airplane roll immediately after a near-vertical climb, is consistent with the pilot recovering from an accelerated stall and subsequent roll just prior to impact. There was no evidence of a pre-mishap mechanical malfunction or failure observed during the examination of the engine or airframe. A pilot report in the immediate vicinity and prior to the accident reported continuous light to occasional moderate turbulence between 2,000 and 5,000 feet mean sea level (msl). The GOES-11 satellite imagery surrounding the period depicted orographic clouds over and downwind of the higher terrain and 5
minutes after the accident, showed a band of tubular or "arcus" clouds moving over the accident site, which were similar in appearance to roll clouds. The clouds were of short duration and had moved southeastward and became less distinct about 15 minutes thereafter. Additionally, the Vandenburg AFB soundings surrounding the accident time indicated a strong low-level temperature inversion with northerly winds favorable for mountain wave activity formation downstream from high terrain. Based on an analysis of the terrain, wind flow pattern, and potential arcus clouds over the area, it is likely the accident aircraft encountered moderate or greater turbulence and downdrafts during the flyby of the residence.

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

The pilot's encounter with isolated moderate (or greater) turbulence, updrafts, and downdrafts associated with localized mountain wave conditions at low altitude, and, his failure to maintain adequate airspeed during the encounter that resulted in an inadvertent accelerated stall. Contributing to the accident were the pilot's decision to conduct low altitude flight maneuver and the pilot's diverted attention while using a cell phone.

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Accident occurred Friday, July 13, 2007 in Paso Robles, CA
Probable Cause Approval Date: 3/31/2008
Aircraft: Eurocopter France AS350 B3, registration: N811HP
Injuries: 3 Uninjured.
The certificated flight instructor (CFI), who was seated in the left seat, reported that he was demonstrating practice hydraulic-off emergency procedures, as the second pilot, who was seated in the right seat, had an upcoming check ride where he would be required to conduct such maneuvers. While on the downwind leg of the traffic pattern, the CFI configured the helicopter to an airspeed of 60 knots (kts) with the hydraulics turned off. As he maneuvered the helicopter onto final approach, the cyclic became stiff, with increasing force required to manipulate it. The control forces on the cyclic were becoming increasing harder to overcome and difficult to move, while the collective remained in the neutral position. The CFI was trying to hold the cyclic in the forward right position and was using a large amount of physical force to do so. As the helicopter slowed it began to drift to the left of the intended approach site and the CFI attempted to move the
cyclic to correct the drift, but could move the control due to the stiffness. He attempted to accelerate and instructed the second pilot to restore the hydraulics, knowing that only the collective for the right-seated pilot had the hydraulics switch. The second pilot never restored the hydraulics. Seconds later the helicopter climbed to about 20 feet above ground level (agl) and the CFI had no control. The helicopter rolled to the left and impacted terrain. A review of the flight manuals revealed that the pilots followed the proper procedures to perform a practice hydraulic-off emergency procedure and maintained the correct airspeeds. The second pilot stated that he never turned the hydraulics back on because he recalled a warning in training that doing so at such a low altitude could result in the pilot unintentionally over-controlling the cyclic and the helicopter crashing. Anecdotally the Safety Board is aware of other pilots that share the same
belief; however, the Rotorcraft Flight Manual does not specifically address the issue. An examination of the wreckage disclosed that the left lateral hydraulic servo was rigged out of limits (0.106 inches), though the helicopter's manufacturer stated that the anomaly would not have a noticeable affect in the capabilities or handling of the helicopter. The servo accumulators were examined and tested. Upon disassembly of the longitudinal servo, investigators observed that the liner exhibited a bulging area about 1 inch from the end, similar to mushroomed deformation. The piston was removed from the liner revealing that about 1/2 of the Teflon white piston pad was displaced from the piston seal groove. The anomaly could not be definitively attributed to a preimpact condition. Additionally, in spite of extensive analysis by the manufacturer, the significance of the anomaly is not yet fully understood at this time.

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

a loss of control for undetermined reasons, which resulted in an uncommanded roll and subsequent collision with terrain. Contributing factors in the accident were the flying pilot's failure to request assistance from the second pilot in a timely manner and the second pilot's failure to restore the hydraulics.

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Accident occurred Sunday, March 26, 2006 in Paso Robles, CA
Probable Cause Approval Date: 8/29/2006
Aircraft: Piper PA-28-180, registration: N5906W
Injuries: 3 Uninjured.
The airplane veered off the runway surface and collapsed the nose gear during the landing roll. During landing, the airplane touched down on the runway surface and rolled about 100 feet. The airplane then weather vaned into the crosswind, making a hard left turn. The airplane continued to veer to the left and departed the runway surface, rolling into the grassy area adjacent to the runway. The nose landing gear collapsed and the right wing contacted terrain. Upon egressing the airplane, the pilot noted a light to moderate crosswind. An aviation routine weather report (METAR) was issued at the airport about 7 minutes prior to the accident and reported winds from 100 degrees at 11 knots. 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.

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Accident occurred Tuesday, April 19, 2005 in Paso Robles, CA
Probable Cause Approval Date: 4/25/2006
Aircraft: Beech 35-C33A, registration: N299X
Injuries: 2 Serious.
The number 4 cylinder and piston separated from the engine during cruise flight and the airplane collided with vine trellises and terrain during an emergency landing in a vineyard. While in flight at 8,500 feet mean sea level, the pilot heard a loud noise and the engine started running rough. He started to divert to a nearby airport when there was another loud bang from the engine compartment; engine rpm dropped dramatically, and the cockpit started to fill with white smoke. He was being vectored to a nearby airport when the cowling popped open and remained open, substantially increasing the airplane's rate of descent. The pilot set up to land in a vineyard by lowering the airplane's landing gear and approaching the field at 45 degrees to the vineyard rows. He started the landing at 75 knots when the left main landing gear snagged a grape vine row pole and wires. The plane veered to the left, and stopped almost immediately. He recalled that his head hit
the dashboard during the landing and his passenger in the right seat was unconscious after the landing. Shoulder harnesses or straps were not installed on this airplane, only lap belts. The calculated landing decelerating force was about 19.5 g's, which resulted in both occupants receiving serious head injuries. Post accident examination of the engine revealed that the number 4 cylinder had departed the engine along with the piston. The engine case halves were fractured directly above the number 4 cylinder location. The two upper right cylinder hold down studs were present and appeared undamaged, while the bottom studs were sheared across their diameter above the engine case, and left-hand side studs were sheared across their diameters at the engine case surface. The number 4 cylinder base pad surface of the crankcase exhibited fretting at the 3 and 9 o'clock positions. This condition is consistent with the right-hand and bottom cylinder hold down nuts
backing off during engine operation allowing the number 4 cylinder to move in rhythm with the piston until the remaining cylinder studs on the left side failed under the cyclic load. The backing off of the cylinder hold down nuts would not normally occur if the nuts had been properly torqued when installed. The number 2, 4, 5, and 6 cylinders had been removed and replaced or reinstalled 186.2 hours prior to the accident. The under-torqued cylinder hold down nuts were not detected during the 100-hour inspection that was performed 88.1 hours prior to the accident.

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

the separation of the number 4 engine cylinder due to improperly torqued cylinder hold down nuts. A finding in this accident was the lack of a shoulder restraint system in the airplane, which contributed to the occupants' injuries.

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Accident occurred Friday, May 28, 2004 in Paso Robles, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Wilson Avid Bandit, registration: N55368
Injuries: 1 Minor, 1 Uninjured.
The experimental, amateur-built airplane impacted grape vines during a forced landing following a loss of engine power during the takeoff initial climb. According to the pilot, the engine lost power during the descent into the airport after the coolant temperature exceeded redline limits. The pilot successfully restarted the engine prior to landing. He thought it was a fuel system problem and proceeded to examine the entire fuel system. He found no anomalies and test ran the engine twice prior to departing. The pilot noticed no anomalies during the engine run-up and proceeded with the takeoff. Approximately 3-4 minutes after takeoff, the engine's water temperature rose past the red-line limit. The pilot attempted to cool the engine using various methods, to no avail. Shortly thereafter, the engine lost total power. A post-accident examination of the engine revealed the rear cylinder and piston exhibited galling, with material transfer evident between the
piston and the cylinder. According to various technical information sources on the Rotax engine in the aircraft application, this engine series is susceptible to cold seizures, which was described as a condition where under certain thermal load situations the pistons expand faster than the cylinder walls. Photographs accompanying this information show scrapes on the pistons and cylinders similar to those taken of the accident engine. Review of the engine manufacturers installation and operations manual revealed warnings that "the engine by design is subject to sudden stoppage," and that it does not conform to aircraft standards.

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

the loss of engine power during takeoff climb due to a cold seizure of the rear cylinder.

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Accident occurred Sunday, March 28, 2004 in Paso Robles, CA
Probable Cause Approval Date: 7/7/2005
Aircraft: Maule M-7-260C, registration: N99KJ
Injuries: 2 Uninjured.
The airplane lost engine power during takeoff from a private airstrip and collided with the ground during the ensuing forced landing attempt. During the initial takeoff climb, approximately 1,000 feet above ground level, the engine sputtered. The pilot changed the fuel tank selector from the "BOTH" position to the "RIGHT" position and adjusted the mixture control. Partial power returned momentarily; shortly thereafter, the engine lost power again. During the forced landing on uneven terrain, the right wing impacted the ground. Post-accident examination revealed that the left muffler's exhaust stack was detached from the manifold. The exhaust stack is secured to the exhaust manifold outlet tube with a pin. This pin was eroded and no longer secured the two pieces together. Evidence of heat was found on the fuel lines and plastic tubing in the area of the exhaust stack. According to the AC 65-12A, vapor lock can be induced by high fuel temperatures and
result in a partial or complete loss of power. A post-accident test run of the engine did not reveal any operating anomalies or malfunctions.

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

fuel system vapor lock due to the failure of the left exhaust stack clamp pin, which caused a separation of the exhaust stack from the muffler and the porting of hot exhaust gases onto the fuel lines.

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Accident occurred Friday, February 22, 2002 in Paso Robles, CA
Probable Cause Approval Date: 6/2/2004
Aircraft: Young Mini-500, registration: N500JY
Injuries: 1 Minor.
Seconds after taking off from an open field, the helicopter's tail rotor contacted power lines that the pilot had not seen. The pilot lost control of the helicopter and it impacted the ground, then rolled over.

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

the pilot's inadequate visual lookout and his failure to maintain obstacle clearance.

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Accident occurred Sunday, June 24, 2001 in Paso Robles, CA
Probable Cause Approval Date: 3/30/2004
Aircraft: Hughes 269A, registration: N8724F
Injuries: 1 Serious, 1 Uninjured.
The single engine helicopter impacted the ground hard during an autorotational landing following a simulated loss of engine power. The flight instructor was simulating the loss of engine power to his student and noticed the rotor rpm was low when the helicopter was approximately 400 feet above the ground. The instructor ensured the collective was lowered all the way and placed the cyclic forward, but was unable to recover the rotor rpm. He flared the helicopter, but it landed hard resulting in the main rotor blades severing the tail boom.

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

the pilot's failure to maintain rotor rpm during a practice autorotational landing, which resulted in a hard landing.

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Accident occurred Tuesday, February 20, 2001 in Paso Robles, CA
Probable Cause Approval Date: 3/30/2004
Aircraft: Piper PA-46-350P, registration: N9176Z
Injuries: 1 Fatal.
The accident occurred during a dark night departure from a private unlighted airstrip. The pilot had landed, assisted by the headlights of a car, on the landing strip/road about 1830. After dropping off a passenger, he departed about 1900. The departure direction was towards a sparsely populated area of rolling hills. Local area residents reported hearing a plane depart, followed by a loss of engine sound, and an impact in a grape vineyard. Examination of the wreckage revealed that the airplane impacted the ground in a nose down attitude. According to maintenance records, the last recorded annual inspection occurred 12 months and about 299.5 flight hours prior to the accident. Approximately 5 months before the accident, the FAA Certified Repair Station (CRS) that performed the maintenance on the airplane had given the pilot/owner a 15-item list of "grounding discrepancies." The discrepancies were: Cracked nose cowling; fraying seat belts; LH mag switch
broken; LH window cracked; LH windshield crazed; stall warning inoperative; turbine inlet temperature inoperative; door latch safety inoperative; several hydraulic components leaking; main gear trunion pins worn; several cracks in wing lower skins; fuel leaks; loose rivets on RH flap; wing spar bolts loose; and elevator trim cable frayed. According to the CRS manager, the only item that had been repaired prior to the accident was the cracked nose cowling. However, an engine log entry indicated the TIT gage had also been replaced. Additionally, several witnesses reported that the pilot had been flying the airplane with an inoperative landing gear retract system for about 4 months. During post accident examination of the wreckage, investigators were able to verify that many of the listed discrepancies still existed; however, none of these discrepancies could be directly linked to the accident.

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

The pilot/owner/operator's failure to maintain control of the airplane during the takeoff initial climb resulting in an in-flight collision with terrain. Contributing to the accident was the dark night light condition.

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Accident occurred Saturday, September 02, 2000 in PASO ROBLES, CA
Probable Cause Approval Date: 7/17/2001
Aircraft: Aeronca 7AC, registration: N82107
Injuries: 2 Uninjured.
The pilot reported that after touchdown, the airplane swerved to the right and he had no control of the airplane. He said that he and the passenger determined that the rudder pedal controls failed to respond because the passenger's foot was stuck between the rudder pedals.

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

the pilot's failure to brief his passenger about the operation of the controls.



Paso Robles Municipal Airport Approach / Landing: