Rialto Municipal/Miro Field Airport, Rialto, CA

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Accident occurred Sunday, October 26, 2008 in Rialto, CA
Aircraft: NAVAL AIRCRAFT FACTORY N3N-3, registration: N44848
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 October 26, 2008 about 1230 Pacific daylight time, a Naval Aircraft Factory N3N-3, N44848, experienced a loss of engine power seconds after takeoff from runway 24 at the Rialto Municipal Airport, Rialto, California. The airplane collided with vegetation during the forced landing in an open field about 1/2-mile southwest of the airport. The airplane's lower right wing was bent, and the airplane was substantially damaged. The commercial certificated pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed. The personal flight was operated by the pilot and performed under the provisions of 14 Code of Federal Regulations Part 91.

The pilot reported to the National Transportation Safety Board investigator that the planned round-robin flight originated about 1205 from the Flabob Airport in Riverside. The pilot flew to Rialto and landed without incident. The accident occurred during the pilot's attempted return flight to Flabob. The pilot did not experience any problems with the airplane prior to the mishap. The pilot further reported that, as the airplane was taking off, the engine's power began surging. Then, upon reaching about 150 feet above ground level, the engine lost all power and the pilot elected to make a forced landing in an open field ahead of the airplane.

The pilot stated that when the engine lost power, the event was not accompanied by any unusual vibration, noise, or other anomaly.

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Accident occurred Sunday, January 16, 2005 in Rialto, CA
Probable Cause Approval Date: 4/28/2005
Aircraft: Robinson R22B, registration: N1122R
Injuries: 2 Uninjured.
During a practice full-touchdown autorotation, the main rotor blades struck and severed the tail boom. The certified flight instructor (CFI) said that the purpose of the flight was to prepare the commercial pilot (student) for his CFI check ride and they were performing full touchdown autorotations. The helicopter was aligned with the centerline of the south taxiway. At 60 feet agl, the student flared the helicopter and then leveled it for a full touchdown autorotation. When the helicopter was 1 foot agl, the student pushed the cyclic forward and the forward tips of the skids touched the ground. The helicopter rotated aft, and the CFI assumed the controls and leveled the helicopter. Upon touchdown, the main rotor blades contacted the tail boom. The CFI noted no mechanical malfunctions with the helicopter.

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

the student pilot's improper use of the cyclic control during a practice autorotation, and the inadequate supervision by the certified flight instructor

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Accident occurred Monday, November 22, 2004 in Rialto, CA
Probable Cause Approval Date: 3/28/2006
Aircraft: Schweizer 269C, registration: N45012
Injuries: 2 Uninjured.
The helicopter collided with terrain during a pinnacle departure attempt. After departing, the pilot configured the helicopter into a hover about 3 feet above ground level (agl) and verified that the cockpit gauges were all displaying the appropriate indications. In an attempt to depart the area, he said he "began to trade altitude for airspeed" while maneuvering in a right turn, toward his planned escape route consisting of downsloping terrain. While in the turn, the rotor rpm became low and he manipulated the throttle control for full power, simultaneously lowering the collective. Despite his attempts, the rotor rpm failed to increase and the helicopter continued to descend. In an effort to cushion the impact, he raised the collective just before the skids contacted terrain. The helicopter rolled downhill, coming to rest on its left side. The engine manufacturer performed an engine test run; there were no discrepancies or anomalies that would indicate
the engine was not capable of running and producing power prior to the mishap.

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

the pilot's failure to maintain adequate rotor rpm and altitude/clearance during the takeoff initial climb.

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Accident occurred Monday, December 29, 2003 in Rialto, CA
Probable Cause Approval Date: 3/30/2005
Aircraft: Cessna 210, registration: N6539X
Injuries: 2 Minor.
The airplane collided with ground obstacles following a loss of engine power during a VFR go-around. During a 200-mile instrument cross-country flight, the pilot attempted to lean the mixture while climbing to an altitude of 10,000 feet; however, the engine would sputter and cough. The pilot chose to position the mixture in the "FULL RICH" position. Unable to climb to the appropriate altitude, the pilot canceled his IFR flight plan and continued VFR with flight following. About halfway through the flight, the right wing fuel gage was indicating empty, and though concerned about the apparent abnormal fuel consumption, the pilot decided to continue to his original destination. The fuel selector was then switched to the left fuel tank. At this time, the airplane was flying over several airports with maintenance and fueling facilities. Approaching the destination, the left fuel tank gage was indicating a low quantity and the pilot declared an emergency. The
pilot attempted to land at a nearby airport but the airplane was too high and fast for landing. The engine lost power during a go-around attempt. Post accident examination did not reveal any fuel staining on the airplane. The vent lines and ports were unobstructed and the fuel tank filler cap seals were in good condition. Approximately 3 gallons of fuel were drained from the left tank; approximately 10.5 gallons were drained from the right fuel tank. According to the POH for the airplane, the total fuel system capacity is 65 gallons, with 5 gallons (2.5 for each tank) unusable. The fuel selector has three positions, OFF, LEFT, and RIGHT. The fuel selector was in the "LEFT" position at the accident site. Impact damage precluded functional testing of the engine and the fuel metering unit. Fueling records established that the airplane was filled to capacity before flight.

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

The pilot's inadequate in-flight planning/decision by his fuel mismanagement and his delay in initiating remedial action which resulted in fuel exhaustion and the loss of engine power.

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Accident occurred Thursday, October 03, 2002 in Rialto, CA
Probable Cause Approval Date: 9/13/2005
Aircraft: McDonnell Douglas 600N, registration: N625SB
Injuries: 2 Serious.
The sheriffs department helicopter was just beginning an evening patrol flight when the engine experienced a deceleration event during transition from climb out to cruise and the helicopter crashed into a residential street during an attempted autorotation. First responders to the accident site, which included sheriff's air unit mechanics, found the engine running at idle and a fire in the engine compartment. The helicopter had just come out of a scheduled 100/300-hour inspection and this was the first mission flight since the maintenance. During the inspection, the engine's fuel control Hydromechanical Unit (HMU) had been removed for compliance with a service bulletin. Prior to this flight, the helicopter had completed a 10-minute post maintenance flight check. The pilot in command (PIC) conducted the preflight inspection. The mission observer flight officer, who held a private pilot certificate with helicopter rating and was attempting to upgrade to a
pilot position, had been given permission to fly the helicopter and installed the dual flight controls to the right side. No problems were noted during the preflight, and the takeoff was normal. About 500 feet above ground level during the transition from climb out to cruise, the pilot flying heard the LOW ROTOR voice warning (two times) followed by ENGINE OUT voice warning (two times). Without initiating an autorotation, he requested that the PIC take the flight controls. Simultaneously, the PIC had sensed a problem and took the flight controls. Prior to and during the departure up until the engine deceleration, the PIC performed the observer flight officer duties, which included radio communications with dispatch, and had not monitored the flight instrument readings or the progress of the departure. The LOW ROTOR voice warning activates when Nr falls below 95 percent. The voice warning system for ENGINE OUT activates when N1 falls below 55 percent or
a high rate of decay in N1. No discrepancies were noted during the inspection of the airframe. A teardown of the engine disclosed no internal discrepancies; however, the fuel inlet line fitting to the engine HMU was found loose by two flats of the nut. Functional testing of the fire damage ECU (electronic control unit) found no discrepancies. The HMU was installed in a test bench and passed a functional check. The fuel line inlet fitting nut was then loosened incrementally one flat at a time with a functional test conducted each time. Significant fluctuations in metered fuel output flow were noted during one test with the nut three flats loose, and again at one complete turn loose. These results could not be reliably duplicated in subsequent tests. The investigation found that the operator had not established guidance for crew resource management pertaining to crew responsibilities, instrument monitoring responsibilities, emergency procedures
initiation, or flight control transfer procedures when flying in a dual pilot operation.

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

an engine deceleration event due to a loose HMU fuel line fitting, which was a result of inadequate maintenance procedures in the 100/300-hour inspection. Also causal was the flying pilot's and pilot-in-command's delayed recognition of the power loss, as well as, the flying pilot's failure to initiate an autorotation in a timely manner. The pilot-in-command's failure to regain and maintain adequate main rotor rpm was also causal. A contributing factor to the accident was the pilot-in-command's inadequate supervision and diverted attention due to his concentration on the flight officer observer duties.

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Accident occurred Sunday, April 01, 2001 in Rialto, CA
Probable Cause Approval Date: 4/29/2003
Aircraft: Cessna 172N, registration: N739WE
Injuries: 2 Fatal.
A flight school Cessna 172N was destroyed during a departure collision with communication wires and terrain at Rialto, California, about 0023 hours. The accident flight was returning to Hawthorne, California. The pilot had obtained a standard weather briefing at 2319, for the return flight. The pilot was advised of airmets for IFR ceiling and visibilities for his route of flight. The airplane had been the subject of an Federal Aviation Administration ALNOT, issued at 2210, for failure to cancel an instrument flight plan with Southern California Tracon from Hawthorne to Rialto, an uncontrolled airport. The pilot had obtained an FAA preflight weather briefing at 1551, for the flight to Rialto. According to the instrument flight plan information, the estimated time of arrival at Rialto had been 1845. Subsequently, the airplane was located at the Rialto airport parking ramp by county sheriff personnel. The ALNOT was canceled at 2240. The operator stated that
the pilot and passenger had flown to Rialto to visit with friends and were to return to Hawthorne. The pilot was a flight instructor for the operator and was rated in airplane single engine land and instrument. They reported that he had accrued 650 total flight hours. Radar data was obtained from Southern California Tracon and a plot was generated by a private vendor for Cessna Aircraft Company. It shows the airplane circling back over the airport and heading northwest. The highest altitude before coverage is lost is 1,700 feet mean sea level.


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

The pilot's intentional visual flight into instrument meteorological conditions. Contributing to the accident was the pilot's improper weather evaluation and lack of total experience.

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Accident occurred Monday, May 01, 2000 in RIALTO, CA
Probable Cause Approval Date: 10/9/2001
Aircraft: Hughes 269C, registration: N5395S
Injuries: 2 Minor.
The helicopter landed hard and rolled over during a practice autorotation. The CFI was providing dual instruction to his student, a CFI candidate. The student was handling all of the controls, and he intended to perform a 180-degree full touchdown autorotation. During the maneuver, the CFI observed that his student had allowed the airspeed to decrease and the main rotor rpm to become low. The CFI called the low rotor rpm situation to his student's attention. However, the student did not take decisive corrective action by initiating a power recovery in sufficient time to avoid the resultant low rotor rpm flare and hard touchdown. No mechanical malfunctions were noted.

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

The student's misjudged altitude and failure to maintain rotor rpm while practicing an autorotation, and, the instructor's delayed remedial corrective action and inadequate supervision of the flight.

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Accident occurred Friday, March 24, 2000 in RIALTO, CA
Probable Cause Approval Date: 11/25/2003
Aircraft: Robinson R22 BETA, registration: N8328Q
Injuries: 1 Fatal.
For undetermined reasons, the pilot began hovering between 150 and 250 feet agl while on final approach to the airport. He then lost control of the helicopter and descended in a nose low attitude until impacting the ground. Earlier during the morning the pilot had flown with his flight instructor (CFI) on a round robin cross-country flight to the same airport. According to the CFI, the pilot had demonstrated that he was competent to make the same flight solo, so the CFI endorsed his logbook authorizing the flight. Subsequently, the pilot departed on his first solo cross-country flight in the helicopter. Recorded radar data indicates that the pilot proceeded to the destination airport, entered its traffic pattern about 500 feet agl, and turned onto the base leg while descending to about 200 feet agl. Two witnesses observed the pilot on the final approach leg. One witness reported that the helicopter appeared to hover for 3 to 10 seconds, while the other
witness estimated it was stopped in the air for 5 seconds. Both witnesses reported seeing the helicopter's pitch attitude decrease, then the helicopter descended while in a 45-degree nose low attitude. The on-scene accident site examination revealed the helicopter impacted hard onto the level ground while heading toward the airport. The helicopter's landing gear structure fragmented, and the main rotor blades bent aftward. The helicopter came to rest 100 feet from the initial point of impact. No evidence was found of any in-flight contact between the main rotor blades and the fuselage. No evidence was found of any preimpact mechanical malfunction with the flight control, driveline, and throttle governor systems. The engine was test run and full rated power was obtained. The pilot was certificated to fly airplanes and had about 110 hours of fixed wing flying experience. His total dual and solo experience flying the Robinson R22 was 29 and 5.7 hours,
respectively.

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 Friday, January 07, 2000 in RIALTO, CA
Probable Cause Approval Date: 7/10/2001
Aircraft: Cessna 177B, registration: N34021
Injuries: 1 Uninjured.
The accident flight was the first flight following an oil change. While in cruise flight about 38 minutes after takeoff, the engine began to run roughly and the oil pressure dropped to zero. The engine then completely lost power and the pilot attempted to land at the airport. He touched down short of the runway and collided with a fence. During the postaccident examination, oil was evident on the firewall, rear engine case area, and in the area of the oil pressure screen housing, streaming aft on the underside of the aircraft and on the forward edge of both landing gear struts. The screws that attach the oil pressure screen were observed to be improperly secured; there was no discernible torque required to loosen the screws. The oil pressure screen had been removed during the oil change. The improperly torqued oil screen housing bolts resulted in the loss of oil, and the number 2 cylinder connecting rod bearing failure and overheating of the connecting
rod. The connecting rod released from the crankshaft journal and punctured the upper left crankcase, damaging the adjacent components.

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

The failure of the maintenance personnel to follow the manufacturer's procedures and directives regarding the proper torquing of the screws securing the oil pressure screen housing, which resulted in the loss of lubricating oil, and the subsequent seizure of the engine.


Rialto Municipal/Miro Field Airport Approach / Landing: