Reid-Hillview Airport, San Jose, CA

Airport Location:  Reid Hillview Airport is located 4 miles south east of San Jose, California.

Airport History:

Groundbreaking for Reid-Hillview airport came in 1937. Bob and Cecil Reid first built the Garden City Airport in 1935, which was quickly closed to make room for US route 101. Their second site was northwest of the Hillview golf course, hence the name. Until 1946, the single runway at the airport was unpaved.

Reid-Hillview was a single runway airport until 1965, when a second runway was added. The control tower was added in October 1967.

The airport became the origin for an emergency supply airlift to the Watsonville Municipal Airport following the 1989 Loma Prieta earthquake , after mountain and coastal roads were blocked, cutting off Santa Cruz and Watsonville from relief efforts by ground. The Watsonville Airport estimates that it received 100 tons of supplies via the airlift during the week following the quake. John McAvoy and Bill Dunn of the Reid-Hillview Airport Association received the 1990 Grand Award from the Bay Area's Metropolitan Transportation Commission for organizing the airlift.

Reid-Hillview Airport Today: Intensive flight training; Helicopter operations;



Airport Services and Amenities: Air Accord; Amelia Reid Aviation, LLC; American Academy of Aeronautics; Aviation World; Nice Air; San Jose Fuel Company; The Airport Shoppe; Trade Winds Aviation; Food and Lodging within 4 miles; Taxis and Rental cars available;

Special Events and Attractions: Santa Clara County Fairgrounds; Great America; Raging Waters; San Jose Convention Center;

Airport Area Accident History:

Accident occurred Sunday, July 20, 2008 in San Jose, CA
Aircraft: Extra Flugzeugproduktions-und EA 300/L, registration: N981KM
Injuries: 2 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 July 20, 2008, about 1530 Pacific daylight time, an Extra Flugzeugproduktions-und EA 300/L, N981KM, collided on the ground with a Cessna TR182, N5146S, at Reid-Hillview Airport of Santa Clara County (RHV), San Jose, California. Both pilots were operating their airplanes under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot piloting the Extra and the private pilot piloting the Cessna were not injured. The Extra sustained minor damage, and the Cessna sustained substantial damage to the tail section. Both flights had been on local area flights; the Cessna had departed at 1445, and the Extra had departed at 1450. Visual meteorological conditions prevailed, and no flight plan had been filed for either flight. The pilot of the Cessna reported that he landed on runway 31R, and exited the runway onto taxiway Delta. The local tower controllers advised the pilot to hold short of taxiway Zulu, and contact ground control on the appropriate frequency. The pilot followed the instructions, but did not hear a response from ground control on his initial call. The pilot called ground again, and received clearance to taxi to parking via taxiway Zulu. While reading back the clearance, the pilot reportedly felt the airplane "jump and shutter" and saw debris fly from behind him into his propeller. He then realized that an airplane behind him had collided with the tail of his Cessna. In a written report, the pilot of the Extra stated that he had landed on runway 31L, and followed instructions from the local tower controllers to exit the runway to taxiway Delta, and hold short of runway 31R. The pilot reported that during the turn onto Delta, he saw the Cessna ahead on the taxiway, holding short of Zulu. The pilot of the Extra reported that about 1 minute later, he was cleared to cross runway 31R, hold short of taxiway Zulu, and to contact ground control. He taxied about 50 yards on taxiway Delta, across the runway and across taxiway Yankee, towards the Zulu taxiway. The pilot stated that the nose of the airplane blocked his forward view, and he did not perform S-turns to identify if any obstacles were in front of him. He also reported that he forgot that he had seen the Cessna ahead of his airplane earlier. The pilot was taxiing with power idle and about to contact ground control, when the propeller of his airplane collided with the tail rudder and elevator of the Cessna. The propeller of the Extra received minor damage, and the elevator, vertical stabilizer, and rudder of the Cessna were substantially damaged. ===
Accident occurred Sunday, July 20, 2008 in San Jose, CA
Aircraft: Cessna TR182, registration: N5146S
Injuries: 2 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 July 20, 2008, about 1530 Pacific daylight time, an Extra Flugzeugproduktions-und EA 300/L, N981KM, collided on the ground with a Cessna TR182, N5146S, at Reid-Hillview Airport of Santa Clara County (RHV), San Jose, California. Both pilots were operating their airplanes under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot piloting the Extra and the private pilot piloting the Cessna were not injured. The Extra sustained minor damage, and the Cessna sustained substantial damage to the tail section. Both flights had been on local area flights; the Cessna had departed at 1445, and the Extra had departed at 1450. Visual meteorological conditions prevailed, and no flight plan had been filed for either flight. The pilot of the Cessna reported that he landed on runway 31R, and exited the runway onto taxiway Delta. The local tower controllers advised the pilot to hold short of taxiway Zulu, and contact ground control on the appropriate frequency. The pilot followed the instructions, but did not hear a response from ground control on his initial call. The pilot called ground again, and received clearance to taxi to parking via taxiway Zulu. While reading back the clearance, the pilot reportedly felt the airplane "jump and shutter" and saw debris fly from behind him into his propeller. He then realized that an airplane behind him had collided with the tail of his Cessna. In a written report, the pilot of the Extra stated that he had landed on runway 31L, and followed instructions from the local tower controllers to exit the runway to taxiway Delta, and hold short of runway 31R. The pilot reported that during the turn onto Delta, he saw the Cessna ahead on the taxiway, holding short of Zulu. The pilot of the Extra reported that about 1 minute later, he was cleared to cross runway 31R, hold short of taxiway Zulu, and to contact ground control. He taxied about 50 yards on taxiway Delta, across the runway and across taxiway Yankee, towards the Zulu taxiway. The pilot stated that the nose of the airplane blocked his forward view, and he did not perform S-turns to identify if any obstacles were in front of him. He also reported that he forgot that he had seen the Cessna ahead of his airplane earlier. The pilot was taxiing with power idle and about to contact ground control, when the propeller of his airplane collided with the tail rudder and elevator of the Cessna. The propeller of the Extra received minor damage, and the elevator, vertical stabilizer, and rudder of the Cessna were substantially damaged. ===
Accident occurred Saturday, September 01, 2007 in San Jose, CA
Probable Cause Approval Date: 11/29/2007
Aircraft: Cessna T210N, registration: N5479A
Injuries: 2 Minor.
The pilot made a forced landing and impacted trees about 1/4-mile short of the airport following a loss of engine power during cruise flight. About 10 minutes prior to arriving at his intended destination, fuel in the left tank was exhausted. The pilot repositioned the fuel selector to the right fuel tank that he believed contained at least 10 gallons of fuel in an attempt at restarting the engine; however, engine power was not restored. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's mismanagement of the fuel supply that resulted in fuel starvation. ===
Accident occurred Sunday, May 06, 2007 in San Jose, CA
Probable Cause Approval Date: 7/25/2007
Aircraft: Piper PA28-235, registration: N8581W
Injuries: 2 Uninjured.
The pilot reported that while on short final to runway 31R, approximately 30 feet above ground level (agl), he encountered a "lurching, slamming sensation and the aircraft lunged toward the ground." The pilot stated he applied "full" power, however the airplane continued to descend and struck the ground. The airplane sustained substantial damage to the landing gear and wing. The pilot reported that he encountered "severe low-level wind shear" while on final approach. He estimated an airspeed loss of 15-20 knots at 30 feet agl. The pilot reported that the winds were from 300 degrees (magnetic) at 15 knots. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: Wind shear encounter during approach for landing. ===
Accident occurred Saturday, January 13, 2007 in San Jose, CA
Probable Cause Approval Date: 3/26/2007
Aircraft: Cessna 140, registration: N18WB
Injuries: 1 Uninjured.
The pilot reported that during the landing roll out he applied wheel brakes in an effort to exit the runway and the airplane nosed over. In a written report to the NTSB, the pilot indicated that "applying less brake" and ensuring that the control wheel was full aft could have "likely" prevented the accident. The pilot reported no mechanical malfunctions with the airplane at the time of the accident. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's excessive use of the airplane's wheel brakes, which resulted in a nose over during landing. ===
Accident occurred Monday, November 20, 2006 in San Jose, CA
Probable Cause Approval Date: 9/27/2007
Aircraft: Stinson 108-1, registration: N97949
Injuries: 1 Uninjured.
According to the pilot, he was flying above hilly terrain southeast of the airport when he heard a loud bang, followed by a violent vibration coming from the engine. The pilot added that the engine did not experience a total loss of power, but performed poorly due to the severe vibration. The pilot reduced the throttle and the vibration subsided, but when he added more throttle the violent vibration returned. The pilot then decided that it was unsafe to continue the flight and began searching for a place to land. He made a forced landing in a pasture, which was uneventful until one of the main landing gear contacted a "deviation" in the ground. The airplane nosed over and came to rest inverted. In a phone interview with the investigator-in-charge, a mechanic, who recovered the wreckage, reported that he examined the engine and discovered that the number 3 cylinder exhaust valve was stuck. The corresponding push rod tube was also bent, and the number 3 connecting rod was still intact. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: Partial loss of engine power due to a seized exhaust valve during cruise flight. Rough terrain at the forced landing site was a contributing factor. ===
Accident occurred Sunday, February 12, 2006 in San Jose, CA
Probable Cause Approval Date: 4/25/2007
Aircraft: Beech C23, registration: N3724Z
Injuries: 2 Minor, 1 Uninjured.
After losing engine power in the traffic pattern, the airplane touched down hard in an uneven field during a forced landing short of the runway. The pilot had been on a local sightseeing flight. He tried to contact the air traffic control tower, but was unable to do so due to frequency congestion. He crossed over the airport at midfield, and was heading eastbound at 2,000 feet when the engine lost power. He turned back toward the airport to attempt a landing, and informed the tower that he had an engine failure and wanted to make an emergency landing. The tower cleared him to land on runway 31R. He entered for a short final below 1,000 feet and turned to the right toward the end of the runway at 500 feet or less. He overshot the turn to final for 31R, and felt the airplane stall while in a steep turn. He decided that he could not make the runway, and headed to a grass field near the end of the runway. He slowed to 60 knots, touched down hard in the uneven field, and skidded across a road. Airport operations personnel inspected the fuel tanks and found that the right tank was dry and the left tank had several gallons. The pilot informed them that he forgot to switch fuel tanks from the right tank to the left prior to landing. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: fuel starvation due to the pilot's improper fuel system management and failure to select the proper fuel tank. A factor was the rough, uneven terrain. ===
Accident occurred Tuesday, August 30, 2005 in San Jose, CA
Probable Cause Approval Date: 12/20/2005
Aircraft: Bellanca 7ECA, registration: N53893
Injuries: 1 Uninjured.
The airplane impacted a runway sign during an aborted landing after it drifted off the runway centerline during the landing flare. According to the pilot's written statement, he conducted his approach at an idle power setting while performing a slip. At the point of touchdown, the pilot experienced a "sudden and strong side drift to the right." The pilot applied full power to abort the landing and was attempting to correct back to the runway centerline when the airplane's lower fuselage impacted a runway sign. The impact with the sign resulted in the failure of an aileron control rod, and limited airplane control. The pilot diverted to an airport with a larger runway and landed uneventfully. The wind at the accident airport was reported as variable at 5 knots about 30 minutes prior to the landing. Thirty minutes following the event, the wind was reported as a 10-knot headwind with a 10-degree offset to the right from the runway centerline. The pilot reported no previous anomalies with the airplane or engine that would have prevented their normal operations. 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 flare, which resulted in a collision with an runway sign. ===
Accident occurred Friday, April 01, 2005 in San Jose, CA
Probable Cause Approval Date: 7/7/2005
Aircraft: Cessna 172N, registration: N4789G
Injuries: 1 Uninjured.
The airplane landed hard as the student pilot was practicing a soft field landing. The student said he flared too high and reduced the power to idle at the same time, which resulted in a hard landing. The student had been practicing short and soft field takeoffs and landings with his instructor. The instructor believed the student pilot was ready to practice on his own. The accident flight was the student's fourth solo flight, and was an unsupervised solo. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the student pilot's misjudged landing flare, which resulted in a hard landing. ===
Accident occurred Monday, October 04, 2004 in San Jose, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Cessna 152, registration: N24373
Injuries: 2 Uninjured.
The airplane was on the downwind leg for landing runway 31L when a bird collided with its right wing. During an instructional local flight, the tower controller cleared the certified flight instructor (CFI) and the student to land. While abeam the numbers, a bird collided with the airplane's right wing. The CFI stated that neither he nor the student saw what kind of bird it was. They only saw a flash of the bird's wing. The CFI could tell that there was damage to the right wing, but the airplane appeared to be controllable. The CFI took control of the airplane and landed on runway 31L. After landing and clearing the runway they informed the tower of the bird strike. The damage to the leading edge of the right wing was approximately 2 feet across with about 8 to 12 inches of crushing on the longitudinal axes of the wing. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: an in-flight collision with a bird. ===
Accident occurred Friday, July 16, 2004 in San Jose, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Newell RV-6A, registration: N16TN
Injuries: 2 Uninjured.
The airplane impacted an airport perimeter fence after the pilot landed long during a precautionary landing. The airplane was in cruise flight when the pilot noticed a loss of oil pressure and an increase in oil temperature. He assumed the engine was losing or had lost its oil and elected to make a precautionary landing at a nearby airport. The pilot reported he landed long and could not stop the airplane prior to the end of the 3,101-foot runway. Post-accident examination of the airplane revealed the oil line, from the oil cooler to the engine, failed. The pilot indicated the line was not an aircraft quality line. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's misjudgment of the airplane's distance/speed during a precautionary landing, which resulted in the airplane overrunning the runway. Contributing factors were failure of an oil line, and the fence. ===
Accident occurred Thursday, January 23, 2003 in San Jose, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Cirrus Design Corp. SR 20, registration: N893MK
Injuries: 1 Fatal.
The airplane collided with high-tension power lines in a mountainous area after deviating from the GPS approach procedure in instrument conditions. The airplane was equipped with a GPS navigation system incorporating a moving map feature. During the initial portions of the flight after departure, the TRACON sector controller working the flight initially believed the airplane was destined to another airport and issued a clearance accordingly, but corrected the clearance after the pilot questioned the controller. Shortly after this discussion, the pilot significantly deviated from his cleared course for unknown reasons in the general direction of the mistaken airport. The controller noticed the deviation and corrected the pilot's course. A second controller in the next sector the airplane would be worked by overheard the course correction, and inferred the pilot was somewhat confused. After handoff by the first controller, the second sector controller attempted to provide what he believed was a helpful method of handling the airplane in the transition to the GPS approach; however, these methods of clearing the pilot for the GPS approach were not in strict accordance with FAA Order 7110.65, and included an intercept angle with the final approach course that was greater than allowed. The airplane was on a modified downwind and proceeding to the initial approach fix (IAF) when the controller cleared the pilot to turn toward an intermediate fix between the IAF and the final approach fix (FAF) with the idea in mind that this course would be the same as a radar vector to the FAF. The pilot questioned the clearance, and then acknowledged it, and the airplane turned left toward the FAF, which was directly behind the airplane. The controller noticed that the left turn put the airplane heading toward high terrain and advised the pilot to turn right to go to the intermediate fix. After some additional confusion the airplane's track stabilized on the approach course after passing the intermediate fix. As the airplane passed the FAF the controller told the pilot to contact the tower, but gave him the frequency for the wrong airport. The pilot questioned the controller, who insisted the frequency was correct. The pilot then contacted the second airport tower and was told he was on the wrong frequency. Almost 1 minute elapsed between the pilot's acknowledgement of the erroneous frequency, and his initial contact to the correct tower. During this period the airplane's heading diverged approximately 90 degrees from the published final approach course toward rising terrain and the accident site. The Minimum Safe Altitude Warning alarms went off in the TRACON and in the tower, and the tower controller provided a low altitude safety alert based on the alarm by saying "check your altitude immediately;" however, at the time of the low altitude alert, the airplane was about 500 feet above the Minimum Descent Altitude (the accident site elevation was about 200 feet above the MDA.) and the alert was activated not because the airplane's altitude was below the segment minimums but due to the course and altitude being projected to come in contact with terrain in the near future. This may have confused the pilot and decreased the perceived urgency. The limitations of the radar display effectively masked the initial portions of the course deviation and the controller did not see the deviation for some 30 seconds; however, the controller did advise the pilot that he was off course as soon as he was aware of it. The pilot's unintelligible response was about the time the radar target return went into coast mode.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's failure to maintain the course for the published approach procedure due to his diverted attention. The distraction responsible for the pilot's diverted attention was the erroneous frequency assignment provided by ATC and the resultant task overload induced by this problem and the confusion surrounding the ATC clearances to get established on the final approach course, which likely involved repeated reprogramming of the navigation system. Factors in the accident include the failure of ATC to provide the pilot with a timely and effective safety alert concerning the deviation from the proper course, which was influenced in part by the features of the radar display at both facilities which made the deviation more difficult to detect, and the nature of radar as a secondary tool for a VFR tower controller. An additional factor was the nonstandard method of providing approach clearance, which likely may have exacerbated pilot task overload. ===
Accident occurred Wednesday, March 06, 2002 in San Jose, CA
Probable Cause Approval Date: 6/2/2004
Aircraft: Cessna 425, registration: N444JV
Injuries: 3 Fatal.
The aircraft was on an IFR clearance and climbing through a cloud layer when it broke up in flight following an in-flight upset. The weather conditions included multiple cloud layers from 4,000 to 13,000 feet, with a freezing level around 7,000 feet msl. An AIRMET was in effect for occasional moderate rime to mixed icing-in-clouds and in-precipitation below 18,000 feet. As the airplane began to intercept a victor airway, climbing at about 2,000 feet per minute (fpm), and passing through 6,700 feet, the airplane began a series of heading and altitude changes that were not consistent with its ATC clearances. The airplane turned right and climbed to 8,600 feet, then turned left and descended to 8,000 feet. The airplane then turned right and climbed to 8,500 feet, where it began a rapidly descending right turn. At 1034:33, as the aircraft was descending through 7,000 feet, the pilot advised ATC "four Juliet victor I just lost my needle give me..." No further transmissions were received from the accident airplane and the last radar return showed it descending through 3,200 feet at about 11,000 fpm. Analysis of radar data shows the airplane was close to Vmo at the last Mode C return. Ground witnesses saw the airplane come out of the clouds in a high speed spiral descent just before it broke up about 1,000 feet agl. Examination of the wreckage showed that all structural failures were the result of overload. The aircraft was equipped with full flight instruments on both the left and right sides of the cockpit; however, the flight director system attitude director indicator and horizontal situation indicator were only on the left side. The aircraft was also equipped for flight into known icing conditions, with in part, heated pitot tubes (left and right sides), static sources, and stall warning vanes. During the on-scene cockpit examination, except for the pitot heat switches, the cockpit controls and switches were found to be configured in positions consistent with the aircraft's phase of flight prior to the in-flight upset. The right pitot heat switch was found in the ON position, while the left switch was in the OFF position. The left pitot heat switch toggle lever was noticeably displaced to the left by impact with an object in the cockpit. With the exception of the left pitot heat, the anit-ice and deice system switches were all configured for flight in icing conditions. The pitot heat switches, noted to be of the circuit breaker type (functions as both a toggle switch and circuit breaker), were removed from the panel and sent to a laboratory for examination and testing. Low power stereoscopic examination of the switches found that the right switch was intact, while the toggle lever mechanism of the left switch was broken loose from the housing. Microscopic examination of the left switches housing fracture surface revealed imbedded debris and wear marks indicative of an old fracture predating the accident. The broken left switch could be electrically switched by physically holding the toggle lever mechanism in the appropriate ON or OFF position. The electrical contact resistance measurements of the left switch varied between 0.3 and 1.4 ohms, and was noted to be intermittently open with the switch in the ON position. Both switches were then disassembled. While particulate debris was found in both switches, the left one had a significant amount of large coarse fibrous lint-like debris. The flexible copper conductor of the left switches circuit breaker section had several broken strands, and the electrical contacts were dirty. The laboratory report concluded that the left switches toggle was bent to the left in the impact sequence; however, the housing fracture predated the accident and allowed an internal build-up of large coarse fibrous lint-like debris. The combined effects of the broken housing, the resulting misalignment of the toggle mechanism, the dirty contacts, and the large coarse lint debris prevented reliable electrical switching of the device and presented the opportunity for intermittently open electrical contacts. Continuity of the plumbing from the pitot tubes and static ports to their respective instruments was verified. Electrical continuity was established from the bus power sources through the circuit breakers and switches to the heating elements of the pitot tubes and static sources. The heating elements were connected to a 12-volt battery and the operation of the heating elements verified.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the pilot's loss of control and resulting exceedence of the design stress limits of the aircraft, which led to an in-flight structural failure. The pilot's loss of control was due in part to the loss of primary airspeed reference resulting from pitot tube icing, which was caused by the internal failure of the pitot heat switch. Factors in the accident were the pilot's distraction caused by the airspeed reading anomaly and spatial disorientation. ===
Accident occurred Sunday, February 24, 2002 in San Jose, CA
Probable Cause Approval Date: 6/2/2004
Aircraft: Piper PA-24-250, registration: N7604P
Injuries: 1 Uninjured.
Upon exhausting the airplane's fuel on approach to the destination airport, the pilot made a forced landing on a street and collided with an automobile. The pilot subsequently reported that he had not refueled the airplane prior to departing on the return portion of a round-robin cross country flight. The pilot also reported that he had evidently miscalculated the airplane engine's fuel consumption rate. According to the pilot, no mechanical malfunction was experienced during the flight.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's inadequate planning and improper fuel consumption calculation, which resulted in fuel exhaustion. ===
Accident occurred Thursday, January 10, 2002 in San Jose, CA
Probable Cause Approval Date: 5/1/2003
Aircraft: Farrand Vans RV6, registration: N164DF
Injuries: 1 Uninjured.
On the landing rollout the airplane exited the runway, collapsing the left main landing gear, and coming to rest after it had ground looped. The pilot had been practicing full stop landings and his last landing was the accident landing. On the landing rollout the pilot did not slow down enough to exit the runway. Skid marks were observed at the intersection of taxiway Delta and runway 31L where he had attempted to exit. The airplane's landing gear system was inspected with no mechanical anomalies noted. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: Failure of the pilot to sufficiently slow the airplane prior to exiting the runway, which lead to the left main landing gear collapsing and a subsequent ground loop. ===
Accident occurred Thursday, February 15, 2001 in San Jose, CA
Probable Cause Approval Date: 1/23/2002
Aircraft: Bellanca 7ECA, registration: N53893
Injuries: 1 Uninjured.
The airplane veered off the runway during landing and collided with obstacles. The pilot planned to practice takeoffs and landings in the airport's traffic pattern. No problems with the airplane were noted during the taxi out, takeoff, or final approach. On final approach, the pilot observed the presence of a left crosswind, and he entered a slip to compensate for the airplane's drift. However, the pilot failed to maintain directional control during the landing roll in the conventional gear airplane. It veered off runway 31R and impacted the airport's anemometer. At 1117, the wind at the airport was from 230 degrees at 7 knots. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's inadequate compensation for the existing crosswind condition and subsequent failure to maintain directional control during the landing rollout. ===
Accident occurred Saturday, July 15, 2000 in SAN JOSE, CA
Probable Cause Approval Date: 11/1/2001
Aircraft: Cessna 152, registration: N67603
Injuries: 2 Uninjured.
No discrepancies were noted with the preflight and weight and balance computations. On the takeoff roll the pilot elected to build up airspeed for the climb out due to a heavy passenger. When the airplane lifted off the ground he pulled back on the yoke, but the airplane settled back onto the runway. He continued the takeoff roll, built up more airspeed, and noted that when the airplane lifted off the runway it stayed in ground effect and did not climb. He noted that there was not enough remaining runway to land and come to a stop safely, and could not land straight ahead due to houses at the departure end. He attempted to return to an opposite runway and heard the stall warning horn as the airplane collided with the airport perimeter fence. The pilot reported no discrepancies with engine power output; the airplane was just unable to gain altitude. A witness heard a power reduction during the initial climb and noted the airplane was not gaining altitude. After crossing over the departure end of the runway at a low altitude, he saw the airplane make a left turn to land on the runway and saw the left wing contact the ground. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's in-flight decision to continue the takeoff and his subsequent delayed decision to abort the takeoff after he noted that the airplane was unable to climb out of ground effect. ===
Accident occurred Thursday, June 15, 2000 in SAN JOSE, CA
Probable Cause Approval Date: 11/25/2003
Aircraft: Bellanca 8KCAB, registration: N8659V
Injuries: 1 Fatal.
During an aerobatic maneuver, the airplane impacted level terrain while in a descending, steep bank, right turn. On a clear day, the renter pilot acquired a parachute from the flight school and departed with the intent of performing aerobatic maneuvers during his pleasure flight. He had recently received a promotion at work. There were no communications with the pilot after he departed the airport. His route of flight, maneuvers performed, and altitudes utilized could not be determined. The airplane was not transponder equipped. About 50 minutes after takeoff, a witness observed the airplane between 400 and 500 feet above ground level in a medium bank descending right turn. The bank angle increased to about 60 degrees, and the witness lost contact with the airplane when his view became obstructed by ground objects/terrain. The accident site was located the following day. Wreckage was observed fragmented over a 115-foot-long path. The pilot was found lap-belted and shoulder harnessed in his seat with a fully stowed parachute. The cockpit door's emergency release pin assembly, which when utilized separates the entire door from the fuselage, was found seated. No evidence of any preexisting mechanical malfunctions or in-flight part separations were detected during the subsequent wreckage examination. The pilot had no physical limitations or reported physiological impairments. No evidence of drugs was found in toxicological specimens. The airplane was FAA certificated in the acrobatic category and was designed to withstand 6 positive and 5 negative Gs. The adverse effects of acceleration-induced G-force to a pilot's physiology while maneuvering within this range have been documented by the FAA and other organizations. Identified possible impairments include reduced vision to loss of consciousness (G-LOC). The effects of G-LOC may last 30 seconds and result in a loss of airplane control. A pilot who has recently been exposed to elevated G-loads may have increased tolerance to its effect. The pilot's flight record logbook indicated that he had not flown the Decathlon or performed aerobatics in 5 months. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's failure to maintain control of the airplane for undetermined
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