Gillespie Field Airport, San Diego/El Cajon, CA

Airport Location :  Gillespie Field is located 10 miles north east of San Diego, California.

Airport History :

In 1942 the United States Marine Corps chose a 688-acre (2.78 km2) site east of San Diego to conduct parachute training for the newly forming Parachute battalions. In September 1942 Camp Gillespie was completed and named in honor of Lieutenant Archibald H. Gillespie, a Marine officer who played a prominent role in the effort to separate California from Mexico in the 1840s.
In February 1944, the camp was commissioned as Marine Corps Auxiliary Airfield Gillespie falling under the command of Marine Corps Air Station El Toro. MCAAF Gillespie soon became responsible for Camp Pendleton Outlying Air Field. Among the units that transited and trained at MCCAF Gillespie were VMSB-141, Air Warning Squadron 10 and the Navy's VT-37.
Overhead view of MCAAF Gillespie in June 1944.
In 1946, the airfield was turned over to San Diego County and was turned into a general aviation facility. In 1952, the County granted ownership of the facility by the federal government. In 1971, the County Sheriff stationed ASTREA, a helicopter law enforcement base at the airport. And in 1993, the San Diego Aerospace Museum located its restoration operations and a special exhibit at the field.

Gillespie Field Airport Today:  Obstructions reported; Tall fences 8'. Banner Towing; Gyrocopters; Helicopter  operations;



Airport Services and Amenities: Advanced Aircraft Electronics; American Aviation Academy; California Flight Academy; El Cajon Flying Service; Golden State Aviation/Golden State Flying Club; Instrument Overhaul Avionics; Jeans Flight Training; JET Air FBO; Plus One Flyers, Inc.; Rison Aviation; SAA Flight Training; Safari Aviation; San Diego Aircraft Sales; Take Flight San Diego;

Special Events:  Balboa Park; Casino; Commemorative Air Force Museum; SD Aerospace Museum on field; Wild Animal Park; Zoo; Sea World;

Airport Area Accident History:

June 2, 2010 - The small aircraft came to rest on a portion of Cuyamaca near the west end of Gillespie Field. The downed trolley wires ignited a small vegetation fire along the fence bordering the airport. Fire Department personnel worked to quickly extinguish the fire while attempting to extricate the pilot from the aircraft. SDG&E together with Metropolitan Transit System (MTS) staff shut down power to the Santee portion of the trolley, allowing rescue personnel to remove the pilot.

The 79 year old Del Mar pilot was the only occupant of the airplane. He suffered non-life threatening injuries to both arms and was transported to the hospital. The aircraft was based out of Gillespie Field and used for training and rentals. The FAA responded to the scene to conduct an investigation. Cuyamaca Street between N. Marshal and Prospect will remain closed until the early evening hours while MTS works to restore the damaged trolley cable.

Accident occurred Thursday, June 26, 2008 in El Cajon, CA
Probable Cause Approval Date: 8/28/2008
Aircraft: Cessna 172N, registration: N6360D
Injuries: 2 Uninjured.
During a dual instructional flight, while over a reservoir, the certified flight instructor (CFI) simulated an engine failure by retarding the throttle. After about 1 minute of procedures at idle, the CFI applied power, but the engine did not respond. The CFI performed a forced landing to a field on a ranch. During landing, the left wing tip struck the ground, and the left wing sustained structural damage. The engine operated normally during a post accident test run. The temperature and dew point at the nearest reporting point about 6 nautical miles from the accident site near the time of the accident were recorded as 75 degrees Fahrenheit and 55 degrees Fahrenheit, respectively. Plotting these values on a carburetor icing probability chart indicated that the airplane was operating in the range for serious icing at glide power. According to the operator, the CFI did not apply carburetor heat prior to retarding the throttle during the simulated engine
failure.

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

The loss of engine power due to carburetor ice resulting from the flight instructor's failure to use the carburetor heat when simulating an engine failure. Contributing to the accident were the carburetor icing weather condition and the lack of suitable terrain for the forced landing.

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Accident occurred Tuesday, April 01, 2008 in El Cajon, CA
Probable Cause Approval Date: 4/30/2008
Aircraft: Cessna 152, registration: N64938
Injuries: 1 Uninjured.
The student was on a solo flight to practice touch-and-go landings. He said he made six successful landings, but noticed that the winds were increasing. On the seventh approach, the winds were variable and started to gust. The student said that he maintained 55 knots as he came over the approach end of the runway. The airplane suddenly drifted to the left side of the runway. He used ailerons, and corrected to the centerline. The airplane touched down hard, and bounced. After the airplane came to rest, he saw smoke and fire, and evacuated from the airplane.

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

the student pilot's inadequate compensation for gusty, crosswind conditions, and failure to maintain an adequate airspeed.

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Accident occurred Sunday, February 17, 2008 in El Cajon, CA
Probable Cause Approval Date: 3/31/2008
Aircraft: Piper PA-22, registration: N3316A
Injuries: 2 Uninjured.
The private pilot was with a certified flight instructor (CFI) on a tail wheel familiarization flight. While en route to the airport they experienced a loss of radio communications. The pilot set his transponder to 7600, overflew the field at pattern altitude, and received a green light from the tower. He entered the pattern and started his final approach at 70 knots with one notch of flaps, which was how the airplane was configured for his previous landings. On short final the CFI called for full flaps. As the flaps were moved to the full position, airspeed decreased and the rate of descent increased. The pilot added power and lowered the nose in an attempt to maintain the glide slope. At 15 to 20 feet agl the airplane began to settle, and then bounced during touchdown. The CFI called for the pilot to close the throttle, and the airplane bounced a second time. The airplane swerved left, the CFI applied right rudder, the airplane then swerved right, and
the pilot and CFI applied left rudder and left brake. The plane continued to perform a ground loop to the right and the left wing dug into the terrain, causing substantial damage to the wing structure.

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

The failure of both pilots to maintain directional control during landing and the flight instructor's inadequate supervision of the flight.

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Accident occurred Friday, December 14, 2007 in El Cajon, CA
Probable Cause Approval Date: 1/31/2008
Aircraft: Cessna 172S, registration: N567SP
Injuries: 1 Uninjured.
The student pilot stated that she was practicing touch-and-go takeoffs and landings during her second solo flight. She completed three uneventfully. On the fourth one, her approach speed was higher than normal. She landed the airplane and rolled out on the runway. When she attempted to turn onto a taxiway, the airplane was going too fast, and she taxied off of the runway and into a ditch. The outboard 2 feet of the left wing was curved upward, and the right horizontal stabilizer and elevator were bent.

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

The excessive speed while turning off of the runway which resulted in a loss of aircraft control. The ditch was a factor.

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Accident occurred Saturday, October 06, 2007 in El Cajon, CA
Probable Cause Approval Date: 8/28/2008
Aircraft: Yakovlev YAK-50, registration: N509RA
Injuries: 2 Uninjured.
Four Yakovlev YAK-50 airplanes were conducting a formation flight. The number four airplane (N509RA) was landing on the right side of runway 27R in a staggered pattern behind the number three airplane (N950MS). During the landing roll, the number four airplane's propeller and right wing leading edge struck the tail section of the number three airplane. The number four airplane had floated and landed past his intended landing point due to gusty winds. The number three airplane had crossed onto the right side of the runway during his touchdown and landing roll due to the crosswinds. The number four airplane slowed to a taxi speed after landing and began a left turn onto the taxiway. The pilot of the number four airplane did not see the number three airplane until the propeller of his airplane impacted the tail section of the number three airplane.

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

The inadequate visual lookout of the pilot and his failure to maintain clearance from a taxiing airplane.

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Accident occurred Friday, July 13, 2007 in El Cajon, CA
Probable Cause Approval Date: 3/31/2008
Aircraft: Piper PA-28-181, registration: N38137
Injuries: 2 Fatal.
Radar data disclosed that the pilot flew the airplane from the departure airport toward the accident site, with the last recorded target at 610 feet above ground level (agl) over rising mountainous terrain. The floor of the radar coverage in the area was about 200 feet agl. The accident site was located at an elevation of about 2,293 feet mean sea level (msl) on the slope of a bowl-shaped box canyon about 25 nautical miles (nm) from the departure airport. In character, the canyon and surrounding hills were steeply sloped, averaging between 60 to 80 degrees, with the tops of the canyon terrain about 700 feet higher than the accident site elevation and 1,000 feet laterally in front of the wreckage. An analysis of the airplane's climb performance capability found that a lateral distance of 2 miles would be required to climb 700 feet. Ground scar analysis, impact signatures, and wreckage fragmentation patterns disclosed that the airplane impacted in a
descending steep vertical nose down attitude traveling downslope. The impact geometry was consistent with the airplane encountering an accelerated stall while attempting a course reversal in the canyon. The width of the canyon immediately surrounding the wreckage measured about 1,250 feet. With a turn radius of 637.5 feet, and airspeed of 99 knots (maneuvering speed), the bank angle required for the airplane to complete a 180-degree turn was a minimum of 55 degrees. According to stall speed versus angle of bank data, the stall speed would be 55 knots at 55 degrees of bank. No evidence of mechanical malfunction or failure was found during a post accident examination of the airplane and engine. The pilot had accumulated 75 hours total flight experience, of which about 2 hours was in the same make and model as the accident airplane and acquired in the location of the departure airport.

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

the pilot's inadequate in-flight decision to attempt low altitude flight operations into a box canyon in mountainous terrain, and his failure to maintain an adequate airspeed while maneuvering to reverse direction, which led to an accelerated stall and spin.

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Accident occurred Friday, March 16, 2007 in El Cajon, CA
Probable Cause Approval Date: 6/27/2007
Aircraft: Caywood Long-Ez, registration: N829CL
Injuries: 1 Uninjured.
The airplane veered off the runway after touchdown and damaged the landing gear structural attach points and the fuselage. The pilot said that just after touchdown the plane swerved left. He applied the right brake in an attempt to correct the swerve. The airplane departed the runway to the left and the left main landing gear dug into the dirt, causing damage to the main mount and fuselage. The pilot stated that the airplane and engine had no mechanical failures or malfunctions.

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

The pilot's failure to maintain directional control of the airplane during the landing roll.

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Accident occurred Tuesday, June 27, 2006 in El Cajon, CA
Probable Cause Approval Date: 10/3/2006
Aircraft: Beech 76, registration: N6720T
Injuries: 2 Uninjured.
The airplane's left main landing gear collapsed during the landing rollout. After performing maneuvers in the practice area, the flight instructor and student proceeded to a nearby airport to practice touch-and-goes. As they approached the airport traffic pattern, the student pilot moved the gear selector to the down position. Once the gear was down they noticed that the left main gear down light was not illuminated. They recycled the landing gear, but still received the same indication. A low approach and flyby past the tower confirmed that the gear was in the down position. The instructor decided to return to his home airport instead of landing at this airport. While en route, the instructor and student inspected the light bulbs of the indicator light and found them to be operating properly. They recycled the gear one more time. While doing this, the gear motor circuit breaker popped, and they smelled smoke in the cockpit. They pulled the landing gear
circuit breakers immediately and the smoke smell cleared. The pilots extended the landing gear using the manual extension checklist. Once the gear came down, they still had the same unsafe gear indication. The instructor yawed the airplane in an attempt to lock the gear, but received the same unsafe indication. Upon arriving at his home airport, the instructor touched down using a soft-field landing technique. As the airplane decelerated, the left main landing gear collapsed and the left wing tip and the propeller struck the runway. Federal Aviation Administration inspectors examined the main landing gear after the accident. They found the left main landing gear "A" frame tube had failed. Airworthiness Directive 97-06-10 requires repetitive inspection of the main landing gear "A" frame assemblies for cracks and lubrication, and requires the replacement of any assembly found cracked. The actions specified in this AD are intended to prevent main landing
gear failure and collapse because of a cracked "A" frame assembly. A review of the aircraft records indicated that AD 97-06-10 had been complied with during the last 100-hour inspection on June 21, 2006. This aircraft is operated by a flight school and the maintenance records show that it is operated at an activity level where a 100-hour inspection is accomplished once every 30 days or so.

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

the failure of the "A" frame tube, which caused the left main landing gear to collapse.

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Accident occurred Sunday, March 05, 2006 in El Cajon, CA
Probable Cause Approval Date: 10/31/2006
Aircraft: Piper PA-24, registration: N6094P
Injuries: 1 Uninjured.
The solo student pilot was practicing touch-and-go landings on a dry, paved runway. He said that after landing, as he applied full engine power for takeoff, the airplane veered to the left and continued off the left side of the runway. He aborted the takeoff, but the airplane's right main wheel struck a sign post and the right main landing gear collapsed. The airplane's right wing struck the ground, and sustained substantial damage. The student pilot noted that there were no preaccident mechanical anomalies with the airplane.

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

The student pilot's failure to maintain directional control during takeoff, which resulted in an on ground collision with a sign, and the collapse of the main landing gear.

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Accident occurred Wednesday, February 08, 2006 in El Cajon, CA
Probable Cause Approval Date: 3/26/2007
Aircraft: Cessna 172RG, registration: N9531B
Injuries: 3 Fatal.
A Cessna 182Q and a Cessna 172RG, were operating in class D airspace and departed from the same airport. The Cessna 172RG was operating under instrument flight rules as an instructional flight (IFR) and receiving radar service from an approach control facility, while the Cessna 182 was operating under visual flight rules (VFR) and had been released from communication with air traffic control. The pilot undergoing instruction in the Cessna 172RG was most likely wearing a view limiting device which tasked the certified flight instructor seated in the right seat to serve as both an instructor and a safety pilot. The Cessna 172RG departed first, performing a right 260-degree turn over the airport and was assigned a southwest heading by the controller. The Cessna 182Q departed to the west and made a left turn, while climbing in a southeasterly direction. The heading assigned to the Cessna 172RG put it on a direct collision course with the Cessna 182Q, with a
collision angle of 40 degrees. Following a discussion with the controller about the pilot's intentions upon completion of an approach, the controller instructed the Cessna 172RG to fly heading 190. The pilot read back, "One nine" and no further transmissions were received from the Cessna 172RG. In class D airspace, there is no specified separation requirement between VFR and IFR aircraft. However, controllers still have a responsibility to be vigilant for potential collisions between aircraft under these circumstances. This accident occurred after the controllers in communication with the Cessna 172RG had received a sustained conflict alert involving the Cessna 172RG and Cessna 182Q (operating on a VFR transponder code), but failed to recognize or resolve the conflict. Comparisons of the calculated convergence angles of the two airplanes showed that for an 85th percentile male seated in the left seat (Cessna did not create pilot view angles for pilots
seated in the front right seat), the Cessna 172RG pilot was about 15 degrees outside of the right view angle and the Cessna 182Q pilot was within about 6 degrees of the left view angle.

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

The pilots of both airplanes failure to maintain an adequate visual lookout due to their relative flight paths, which limited the available visuaAccident occurred Tuesday, December 13, 2005 in El Cajon, CA
Probable Cause Approval Date: 3/28/2006
Aircraft: Grafton Rand KR-1, registration: N47186
Injuries: 1 Uninjured.
The airplane struck a taxiway light after landing. The pilot said he turned left onto the taxiway with excessive speed, lost control of the aircraft, and struck a taxiway light with the right wing tip. The impact damaged the wing and broke the landing gear lock, which caused the right main landing gear to collapse.

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

The pilot's attempt to turn off the runway at an excessive taxi speed.l cues. Factors were the failure of the air traffic controller(s) to issue a conflict

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Accident occurred Wednesday, January 12, 2005 in El Cajon, CA
Probable Cause Approval Date: 3/28/2006
Aircraft: Jimmy Hill Lancair 235, registration: N124JH
Injuries: 1 Fatal, 1 Serious.
The airplane collided with an airport boundary fence about 500 feet short of the runway's approach end while on final approach for landing. A witness driving a pickup truck said that she saw the airplane cross in front of her truck about 10 feet above the ground going very fast and low. Immediately after the airplane crossed her path, it struck the airport boundary fence with its right main landing gear and impacted the dirt terrain beyond. The wreckage was about 500 feet from the approach end of the runway, and about 1,800 feet from the runway's displaced threshold. The passenger of the airplane said that this was her first flight with the pilot. She recalls that the flight was very pleasant, and the pilot did not express any concerns regarding the airplane or the environment. As they approached the runway for landing the pilot said to her "Do you see the runway? I will reduce some power for landing." Moments after that statement the airplane collided
with the airport boundary fence. Examination of the airplane revealed no evidence of a preimpact malfunction or failure of the control system or power plant.

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

the pilot's failure to maintain the proper glidepath to avoid obstacles and terrain.

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Accident occurred Saturday, October 11, 2003 in El Cajon, CA
Probable Cause Approval Date: 12/30/2003
Aircraft: Avions Max Holste MH 1521 BROUSSARD, registration: N239HL
Injuries: 1 Uninjured.
The airplane stalled during the takeoff initial climb. After an expedited takeoff and 3 seconds into the takeoff roll, the pilot applied forward stick to raise the tail. After 5 seconds, the tail was still on the ground. He then moved his left hand to the stick so that he could use his right hand to apply nose down trim. However, before he could apply it and prior to attaining takeoff airspeed, the airplane ballooned about 8 feet into the air. As it re-contacted the ground, the airplane bounced and the right wing stalled. The right wing impacted the ground, followed by the left main gear, and then the left wing tip. The propeller contacted the ground as the left main gear hit, and the engine stopped. The pilot did not report any mechanical problems with the airplane. The pilot reported that he took off prior to reaching takeoff airspeed and stalled the airplane. He felt that additional nose down trim could have prevented the accident.

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

the pilot's premature liftoff and his failure to attain an adequate takeoff airspeed, which resulted in a stall. The pilot's failure to correctly set the pitch trim before takeoff was a factor.

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Accident occurred Thursday, April 03, 2003 in El Cajon, CA
Probable Cause Approval Date: 9/1/2004
Aircraft: Vortec 99, registration: N6052T
Injuries: 1 Uninjured.
The airplane collided with ground obstacles during a forced landing following a loss of engine power. Prior to flying the experimental airplane, the pilot had done some work on the airplane's Chevrolet, 4.3L, V6 engine. The pilot was performing a test flight at pattern altitude over the airfield when the engine began to "run rough and quit." During the forced landing approach to the runway, the pilot executed an approach that put him on a low final for landing. The airplane landed short of the runway, struck a fence post, and came to rest in the threshold area of the approach end of runway. The cause of engine failure was not determined.

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

A loss of engine power for undetermined reasons.
alert to the Cessna 172RG after repeated visual and aural warnings of an impending collision and the task load of the certified flight instructor.

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Accident occurred Sunday, February 23, 2003 in El Cajon, CA
Probable Cause Approval Date: 10/28/2004
Aircraft: Luscombe T-8F, registration: N1822B
Injuries: 2 Uninjured.
During landing rollout, the airline transport pilot encountered a left crosswind, lost directional control, collided with a sign, applied engine power thereby initiating a go-around and finally collided with terrain. Previously, the second pilot had performed three takeoffs and landings in the traffic pattern. The certificated airline transport pilot (ATP) performed the fourth landing on runway 27R. During rollout he pulled the control stick aft and left. The airplane veered left, directional control was lost, and the airplane collided with a taxiway sign. Thereafter, the ATP applied full engine power to go around. The airplane veered right, exited the right side of the runway, and became airborne. While in ground effect, the airplane's right wing tip impacted a nearby dirt embankment. The airplane came to rest in a grassy field on airport property. The ATP indicated that during the attempted landing the left crosswind increased in speed and a gust was
encountered. He estimated that the wind was from 220 degrees at 10 knots, with an occasional gust to 14 knots.

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 loss of directional control during landing.

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Accident occurred Tuesday, September 17, 2002 in El Cajon, CA
Probable Cause Approval Date: 9/29/2004
Aircraft: Cessna 152, registration: N5100B
Injuries: 1 Uninjured.
The airplane touched down hard in a nose low attitude buckling the firewall and collapsing the nose gear assembly. The pilot said the accident occurred while he was attempting to land at the conclusion of his practice flight and that he "flared too high," and then the airplane's nose dropped. The airplane contacted the runway and bounced several times before coming to rest. No pre-impact mechanical problems were experienced with the airplane.

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

The pilot's misjudged landing flare, which resulted in a hard landing.

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Accident occurred Saturday, May 11, 2002 in El Cajon, CA
Probable Cause Approval Date: 6/2/2004
Aircraft: Ercoupe (Eng & Research Corp.) 415C, registration: N2948H
Injuries: 1 Serious.
After flying for about an hour, the engine lost power and the airplane collided with obstacles and the ground on a freeway during an attempted forced landing. The recently overhauled engine had just been installed the morning of the accident in the airframe and this was the first flight following this maintenance activity. The mechanic who installed the engine said after he completed the reinstallation he performed a 20-minute ground run of the engine. A fuel leak was noted in a fitting in the line to the carburetor and that was tightened. There were no other discrepancies noted in the engine indications. The pilot arrived at the airport after the mechanic had performed the ground run of the engine. He said the mechanic told him that the airplane was ready for a test flight and that he should take it up for about an hour to break-in the engine, changing the rpm setting every 5 minutes. The pilot said he did a preflight inspection, which included the
determination that he had 6 gallons in each of the wing tanks and 6 gallons in the header tank, for a total of about 18 gallons. After the preflight, he started the engine and taxied down to the runway where he did his normal run-up process, which included two separate magneto checks. After takeoff he flew out about 3 miles and orbited while varying the rpm every 5 minutes. During the entire flight from engine start, the power plant performed perfectly with no abnormal engine indications. At the end of 1 hour, he reported to the control tower that he was ready to land and turned inbound toward the runway. On final approach, the engine just quit without any precipitating roughness or engine spool down. He said it was "like someone just turned off the key." He did not have enough altitude to make the runway and the airplane hit a fence and landed inverted on the highway. Post accident examination of the engine and related systems found numerous
discrepancies and abnormal conditions related to the engine overhaul and its reinstallation in the airframe. While many of these discrepancies would have eventually induced a catastrophic engine failure, they were not contributory to the loss of engine power. Three specific conditions were likely related to the engine power loss. The engine driven fuel pump's outlet fitting was found loose and was easily moved, and the nuts attaching the fuel pump to the crankcase were found to be only finger tight. The nuts securing the P-leads for both magnetos were loose, with the nuts 2-turns from finger tight. The scuffing on the pistons indicates that the overhaul shop did not pre-oil the pistons, rings, and cylinders when the engine was put back together; this dry condition allowed a large quantity of oil to migrate past the rings, fouling the plugs with carbon deposits. The fuel system in the aircraft consists of a 6-gallon tank in each wing and a 6-gallon
header tank, which is mounted in front of the cockpit. Fuel is supplied to the engine's carburetor via gravity fed line only from the header tank. The engine driven fuel pump moves fuel from the wing tanks to the header tank to replenish that supply as the engine uses it. According to the Teledyne Continental operating manual for the "C" series engines, the typical cruise fuel consumption rate of the C75 engine is between 5 and 6 gallons per hour. At the conclusion of the impact sequence, the aircraft came to rest inverted, with all three fuel tanks breeched. A fuel spill was noted under the fuel tank locations in both wings, and based on the size of the fuel stain, investigators estimated at least 10 gallons had leaked. The loose fitting on the fuel pump likely allowed it to suck air and resulted in inefficiency to the extent that the header tank was depleted of fuel, which in turn resulted in a fuel starvation event. The mechanic was going to leave
town immediately after completing this job for a planned multi week vacation trip.

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

fuel starvation due to the mechanic's failure to properly tighten a fuel line fitting on the engine driven fuel pump, which led to a depletion of the fuel in the header tank. The mechanic's self induced pressure to complete the job prior to leaving on vacation was a factor in the accident.

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Accident occurred Sunday, June 24, 2001 in El Cajon, CA
Probable Cause Approval Date: 10/24/2002
Aircraft: Stolp Starduster SA-300, registration: N711MH
Injuries: 2 Uninjured.
The pilot was becoming familiar with the experimental airplane because he intended to purchase it from the pilot-rated passenger. During a touch-and-go landing, the pilot applied too much rudder, and he lost directional control. When the airplane veered off the runway the lower left wing contacted the ground and broke.

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

The pilot's failure to maintain directional control during landing rollout.

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Accident occurred Tuesday, October 03, 2000 in EL CAJON, CA
Probable Cause Approval Date: 11/6/2001
Aircraft: Aerospatiale AS350BA, registration: N189ND
Injuries: 2 Uninjured.
While positioning the helicopter from the ground to a storage cart, the pilot lost directional, made a hard landing, and the tail boom struck the ground. Prior to the loss of directional control, the pilot saw something depart the tail section. He attributed the loss of directional control to a tail rotor failure. He initiated an autorotation over the landing cart. He maneuvered away from the cart in order to land on the ground and prevent a partial landing on the cart. The on-scene investigation revealed the aft drive shaft coupling was detached from the tail rotor drive shaft. Three bolts retain the coupling. One bolt was found attached to the coupling, another bolt was found on the ground, and the third bolt, and two of the retaining nuts, were not located. Neither bolt exhibited stripped threads or deformation. The last maintenance performed on the helicopter was by the previous owner. A track and balance of the tail rotor system was performed about
48 flight hours prior to the accident. According to the manufacturer's maintenance instructions, the balancing is accomplished by placement of washers under the nuts that are used to secure the bolts that attach to the aft drive shaft coupling. These are the same nuts that were not located at the accident site. Maintenance instructions also specify that the bolts in this area should be checked for proper torque and safety after an inspection.

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

Improper torquing procedure of the aft tail rotor drive shaft coupling by maintenance personnel after tracking the tail rotor.


Accident occurred Sunday, December 31, 2006 in San Diego, CA
Probable Cause Approval Date: 3/31/2008
Aircraft: Cessna 150J, registration: N50814
Injuries: 1 Fatal.
During a banner pickup maneuver between two poles, witnesses saw the airplane approach the poles at the correct altitude with the flaps extended as prescribed; however, it appeared to be flying at a slower than normal speed for the pickup. Procedures dictate that just before the airplane reaches the pickup poles, the pilot is supposed to apply full power, and pitch the nose of the airplane up approximately 45 degrees to swing the hook into the towline strung between the pickup poles. As the airplane reached the poles, the engine noise did not increase and the airplane did not pitch up enough initially to capture the towline, but it did pitch to the correct 45-degree angle seconds after the miss. The engine power did not increase as the airplane continued to climb until it stalled, and then rolled over to the left into the ground. Investigators noted no preimpact anomalies with the engine, engine controls, or airframe.

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

The pilot's improper use of the throttle and failure to maintain an adequate airspeed that resulted in a stall/spin.

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Accident occurred Sunday, November 27, 2005 in San Diego, CA
Probable Cause Approval Date: 4/25/2007
Aircraft: Cessna 182A, registration: N3936D
Injuries: 1 Uninjured.
The engine experienced a loss of power and the airplane collided with a fence while the pilot was performing a forced landing. As the airplane approached the vicinity of the destination airport, the engine experienced a total loss of power. The pilot made a forced landing on highway about 2 miles from the airport. During the landing roll, the airplane impacted a fence. A post accident examination of the engine revealed that rotation of the crankshaft did not generate rotation of the camshaft. Removal of the starter drive gear assembly revealed that four gear teeth were missing from the camshaft sprocket and one gear tooth was missing from the crankshaft sprocket. The gear teeth were retrieved and sent to the Safety Board Materials Laboratory for examination. The camshaft gear sprocket failed due to fatigue initiating at the root of one of the teeth. Several other teeth had fatigue consistent with secondary initiation due to load shedding from the
original failed tooth; the crankshaft gear failure was also secondary. Micro-structural examination and hardness testing was performed on a section of a camshaft tooth, which met drawing specifications. A thin layer of decarburization was observed on the surface.

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

The failure of the camshaft due to fatigue of one of the gear teeth, which resulted in a loss of engine power. Factors were the fence and the fence post.

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Accident occurred Saturday, July 30, 2005 in San Diego, CA
Probable Cause Approval Date: 8/29/2006
Aircraft: Cessna 210A, registration: N9468X
Injuries: 1 Uninjured.
The partially extended landing gear collapsed during rollout on the runway. No evidence of a mechanical malfunction was noted with the landing gear system during the pilot's flight. The pilot said that on approach he was distracted while looking for another airplane, and he did not observe whether the green gear down light was illuminated after he extended the landing gear. He increased engine power in anticipation of performing a go-around, then located the other airplane, whereupon he closed the throttle and landed. Seconds later during rollout, the airplane's landing gear collapsed. Airport management reported that the airplane was subsequently hoisted up by a crane, the landing gear was manually extended into the locked position, and the airplane was rolled off the runway. The landing gear extension system and the related gear warning horn were functionally examined after the accident with no anomalies found.

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

The pilot's failure to ensure that the landing gear was fully extended prior to landing. A contributing factor was the pilot's diverted attention.

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Accident occurred Saturday, July 07, 2001 in San Diego, CA
Probable Cause Approval Date: 11/28/2001
Aircraft: Sparks KR-2, registration: N122MS
Injuries: 1 Uninjured.
The pilot, who was the original owner and builder of this aircraft, stated that while he was decelerating during his landing rollout, he encountered a gust of wind from the left, which caused the airplane to become airborne again with the left wing high. He added power and avoided a stall, but had drifted off the runway. The left main landing gear hit a runway light, causing the airplane to ground loop, which damaged the outboard 2 feet of the left wing. The pilot stated that he would repair the wing and fly the airplane again. He stated that the damage was easy to repair and woud take only a few days to complete. According to the pilot, he had approximately 2,000 hours of flight time, 700 of which was in the accident airplane. He had logged 50 hours in this airplane within the last 90 days. When asked how he could prevent this accident from happening in the future, he stated "Don't go flying."

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

Failure of the pilot to maintain directional control during landing.

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Accident occurred Tuesday, September 05, 2000 in SAN DIEGO, CA
Probable Cause Approval Date: 10/17/2001
Aircraft: Williams WILLIAMS MITE M18L, registration: N60BW
Injuries: 1 Uninjured.
On landing approach in an experimental airplane, the entire stabilizer and rudder assemblies separated from the airplane, as a single unit. Thereafter, the airplane veered sharply to the right, and there was a strong tendency to roll inverted. The pilot regained control of the airplane, extended the landing gear, and landed on runway 17 without further mishap. The separated components were subsequently located on airport property. A Federal Aviation Administration inspector examined the components and reported observing evidence of dry rot on the fracture surfaces.

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

The separation of the airplane's vertical stabilizer and rudder assemblies, during the landing approach, because of dry rot.

Gillespie Field Airport Approach / Landing: