South Lake Tahoe Airport, South Lake Tahoe, CA

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Accident occurred Sunday, July 05, 2009 in South Lake Tahoe, CA
Aircraft: CESSNA 150, registration: N51172
Injuries: 1 Fatal.

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 5, 2009, about 1301 Pacific daylight time, a Cessna 150J, N51172, owned and operated by a private individual, experienced a loss of control during initial climb from the Lake Tahoe Airport, South Lake Tahoe, California. Seconds after lifting off from runway 18, the Cessna entered an uncontrolled descent and impacted terrain adjacent to the airport. Visual meteorological conditions prevailed at the time of the personal flight, and no flight plan had been filed. The airplane was destroyed, and the private pilot was killed. The flight was performed under the provisions of 14 Code of Federal Regulations Part 91, and it was originating at the time of the accident.

According to a witness who was preparing to depart on runway 18, the accident Cessna accelerated on the runway's centerline, became airborne, and climbed an estimated 100 feet above the runway. During this time the airplane was in an unusually high nose up pitch attitude. No evidence of smoke was observed trailing from the airplane. The accident airplane turned left and appeared to enter a left spin as it rapidly descended from his view. The witness also reported hearing the accident pilot broadcast a "mayday" call seconds prior to the crash.

The pilot purchased the airplane about 2 months prior to the accident flight.
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Accident occurred Saturday, April 19, 2008 in S. Lake Tahoe, CA
Probable Cause Approval Date: 8/28/2008
Aircraft: Cessna 172R, registration: N2384L
Injuries: 4 Uninjured.
The pilot rented the airplane from the operator for a cross-country flight. The flight experienced gusty winds during the pilot's first attempted landing on runway 18 at the destination airport, which was located in confined valley in mountainous terrain at an elevation of 6,294 feet. Steeply sloped mountains ring the airport except for the approach path for runway 18. He executed a 360-degree turn to attempt a second approach. During the second approach, he noticed "severely decreasing engine performance and gusty winds." The pilot said he executed another 360-degree turn in order to abort the landing and divert away from the airport; however, the airplane was unable to climb, and he landed on runway 18. The pilot stated that upon landing, "the nose of the aircraft pulled erratically but the landing terminated normally and unassisted taxi was performed." The pilot told an employee of the airport's fixed base operator that the airplane had a flat nose wheel tire and he needed someone to repair it. The employee told the pilot that she had seen him circle and then leave the area, and the pilot said that "he was going to leave and continued to circle but could not gain any altitude to get out so had no choice but to come in." The pilot also told her that "he bounced once before he was able to land" the airplane. The mechanic who was tasked with repairing the flat nose wheel tire found extensive damage to the airplane's firewall and nose gear structure. The mechanic stated that after he found and reported the damage, both the pilot and fixed base operator staff told him that the airplane "had made a hard landing upon arrival" the previous day. Reported winds at the airport near the time of the accident were from 210 degrees at 19 knots gusting to 33 knots. The calculated density altitude was 6,955 feet. The operator stated that this accident could have been prevented by "revised dispatch procedures for aircraft traveling to mountainous areas in adverse wind" and "restrictions on what type of aircraft can fly to high density altitude airports." The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's improper flare and subsequent hard landing. Contributing to the accident were the gusty winds and the high density altitude. ===
Accident occurred Sunday, August 05, 2007 in S. Lake Tahoe, CA
Probable Cause Approval Date: 4/30/2008
Aircraft: Piper PA-28-140, registration: N8938C
Injuries: 1 Fatal, 1 Serious.
The single engine airplane appeared to be returning to the airport shortly after takeoff when witnesses saw it descend into trees. The pilot radioed his intentions to perform a downwind departure from runway 18. Approximately 3 minutes later, the pilot made his final radio transmission, stating that he was turning left crosswind. Witnesses reported seeing the airplane in a right turn about 20 feet above the treetops, with a slightly nose low attitude. The airplane then rolled to a level attitude, heading in a northerly direction, and started to descend just prior to its collision with trees. Witnesses also reported hearing the engine at what they described as a high power setting initially, then it dropped to a lower sounding power setting just before the airplane contacted the trees. Postaccident inspection of the airframe and engine revealed no evidence of a mechanical failure or malfunction. The airport is located in a mountain valley with rising terrain immediately to the west, south, and east, and a lake to the north. The elevation is 6,264 feet. The winds were from the south at 16 knots gusting to 31. The density altitude was calculated to be 8,445 feet. Using the airplane's pilot operating handbook (POH) performance charts, the pilot could expect the airplane to be able to maintain a 220 foot per minute rate of climb at 89 miles per hour for this density altitude. The POH published stall speed for zero angle of bank and zero flaps is 55 miles per hour. Advisory Circular AC 00-57 states, "Aircraft that engage in low-level flight operations over mountainous terrain in the presence of strong winds (20 kt or greater at ridge level) can expect to encounter moderate or greater turbulence, strong up-and-downdrafts, and very strong rotor and shear zones." Information available at the airport states that downdrafts are often encountered near the runway abeam the terminal building and west of the golf course, which is along the crosswind and downwind routes for runway 18 departures. The pilot probably encountered turbulence and downdrafts, a reduced rate of climb, and rising terrain to his left shortly after takeoff. It is likely he elected to return to the airport for landing, but was unable to maintain altitude during the turn due to the turbulence/downdrafts, and collided with trees. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's inadequate preflight planning/decision, and his failure to maintain clearance from trees during takeoff-initial climb. Contributing to the accident were turbulence, downdrafts, and rising terrain. ===
Accident occurred Sunday, April 08, 2007 in So Lake Tahoe, CA
Probable Cause Approval Date: 7/30/2008
Aircraft: Scottish Aviation Bulldog 120, registration: N706X
Injuries: 1 Fatal, 1 Serious.
The pilot and his passenger departed for a flight across the Sierra Nevada mountain range to a destination on the California coast. According to the surviving passenger, the pilot intended to follow a highway through the mountains; however, he experienced difficulty in climbing high enough to clear the terrain. He elected to circle, to gain sufficient altitude to pass over a mountain summit. During the circling climb, the pilot flew south into even higher mountainous terrain. The airplane was unable to climb or maintain altitude, and struck a tree with the right wing. The airplane came to rest inverted in a pasture. No evidence was found of a preimpact mechanical malfunction or failure during examination of the airframe and engine. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's failure to maintain clearance from objects and the mountainous terrain. ===
Accident occurred Monday, August 21, 2006 in So Lake Tahoe, CA
Probable Cause Approval Date: 12/28/2006
Aircraft: Cessna T210G, registration: N6821R
Injuries: 1 Uninjured.
The airplane ballooned in the landing flare and landed hard resulting in structural damage to the firewall. While on the approach, the pilot reviewed the automated surface observation system (ASOS) data three times, with 2 minutes separating the data. The wind intensity for the three readings was between 8 and 9 knots from directions that were from 210 degrees to 200 degrees with the final reading at 190 degrees. After review of the ASOS data the pilot elected to land on runway 18. While over the runway in ground effect, with the power reduced, the airplane abruptly gained altitude. The pilot reported that the airspeed was low and the airplane stalled and landed hard on the runway at an angle. The pilot stated that the airplane and engine had no preimpact 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 an adequate airspeed and his inadequate remedial actions during a balloon in the landing flare, which resulted in a stall and hard landing. ===
Accident occurred Saturday, May 31, 2003 in So Lake Tahoe, CA
Probable Cause Approval Date: 7/31/2006
Aircraft: Cessna 182Q, registration: N4892N
Injuries: 1 Minor, 2 Uninjured.
Pitch control was lost during the takeoff initial climb due to a separated elevator control cable and the aircraft nosed over during an off-airport forced landing. During climb out, both pilots noted an increasing nose high pitch attitude and pushed forward on their respective yokes in an effort to regain aircraft control. The aircraft did not respond to control yoke inputs and the certified flight instructor (CFI) was only able to regain control by retracting the flaps and retarding the throttle; however, there was no runway remaining to affect a landing. The CFI used engine power to maintain aircraft pitch control and setup for an off-airport landing. The nose landing gear dug into the soft ground after the airplane touched down and the aircraft nosed over. A Federal Aviation Administration inspector examined the airplane on scene. He removed the empennage inspection panel and found the DOWN elevator cable lying on the floor of the empennage. The safety wire for the DOWN elevator cable had been cut and pulled from the center hole, which allowed the turnbuckle to rotate until it separated from the turnbuckle eye. The other end remained attached to the swaged terminal by two threads. The UP elevator cable turnbuckle safety wire had also been cut on the eye side and pulled out of the center hole of the turnbuckle. The eye remained engaged in the turnbuckle by 19 3/4 turns, and the terminal end remained engaged by 18 1/2 turns. The flight control system was inspected with no further discrepancies noted. A review of the aircraft maintenance records, and shop work orders from maintenance facilities that had worked on the airplane, revealed no instances of maintenance activity that would have involved disturbing the elevator control cable turnbuckles since November 2000. The last annual inspection was completed 8 months and 75 flight hours prior to the accident; both the mechanic and inspector who performed the annual reported that the elevator control system was secure at that point. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: a loss of pitch flight control authority due to the disconnection and separation of the elevator DOWN control cable turnbuckle. The separation of the turnbuckle was due to the severance of the safety wire by unknown persons at an unknown time. ===
Accident occurred Sunday, May 13, 2001 in So Lake Tahoe, CA
Probable Cause Approval Date: 7/15/2002
Aircraft: Beech E33A, registration: N464SR
Injuries: 4 Uninjured.
During the pretakeoff check, the pilot observed that a mechanical malfunction existed with the vernier control button on the throttle knob. It had partially unscrewed. The pilot attempted to remedy the situation by screwing the knob back into place, and then he commenced the takeoff. The airplane was loaded at or within 240 pounds of its certificated maximum gross weight, and the density altitude was about 7,700 feet. The airplane accelerated, lifted off the ground, and gained about 30 feet. The pilot had not received dual instruction in the airplane in high density altitude procedures, and he was not experienced in this type of operation. Believing that the rate of climb was inhibited due to a downdraft, and with the wings rocking back and forth on the verge of stalling, the pilot retracted the landing gear in an effort at increasing the climb rate. Still dissatisfied with the airplane's inability to climb, the pilot retarded the throttle to abort the takeoff. He then tried to lower the landing gear. When the pilot attempted to increase the throttle to provide more time for the gear to extend, the throttle control knob jammed due to the improperly secured screw. The airplane impacted the runway with partially extended landing gear, and slid to a stop about 1,500 feet before reaching its departure end. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's improper aircraft handling and decision to prematurely raise the landing gear during takeoff. Contributing factors were his lack of experience taking off under the high density altitude condition and his improper maintenance. ===
Accident occurred Friday, September 01, 2000 in SO. LAKE TAHOE, CA
Probable Cause Approval Date: 8/16/2002
Aircraft: Piper PA-46-310P, registration: N88AM
Injuries: 4 Fatal.
The airplane took off from the airport on a left downwind departure and after reaching an altitude of approximately 300 feet, banked steeply and dove into the ground. Witness statements indicated that the takeoff ground roll extended to midfield of the runway, a distance of 4,850 feet before the airplane lifted off. According to the Airplane Flight Manual performance charts, the normal ground roll should have been about 2,100 feet. While turning crosswind, the airplane steepened its bank and continued toward the downwind. As the angle of bank approached 90 degrees, the nose dropped and the airplane descended to impact with trees and the ground. Several trees were struck before the airplane came to rest on the underlying terrain in the backyard of a residence. The airplane was thermally destroyed in the impact sequence and post crash fire. Calculations of the airplane weight and balance data put it at least 251 pounds over maximum allowable gross takeoff weight. Remaining wreckage not consumed in the ground fire was examined and the engine was sent to the manufacturer for inspection. No discrepancies were found. Cockpit instrumentation and all autopilot components were thermally destroyed. Flaps and landing gear were found in the retracted position and the elevator trim surface was slightly nose up from the takeoff setting. The autopilot had a reported history of malfunction and the electric elevator trim system was scheduled for repair a week before the accident, but the owner took the airplane prior to the work being performed. The airplane had been modified with the addition of several Supplemental Type Certificates, one of which was a wing spoiler system. The controls and many of the actuating linkages for the spoiler system were destroyed in the fire. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's in-flight loss of control in the takeoff initial climb for undetermined reasons. ===
Accident occurred Saturday, July 01, 2000 in SO. LAKE TAHOE, CA
Probable Cause Approval Date: 11/1/2001
Aircraft: Cessna 182Q, registration: N4892N
Injuries: 1 Uninjured.
The air traffic control tower advised the pilot that the winds were variable from 240 to 270 degrees at 8 knots gusting to 12 knots. As he prepared to flare, the airplane dropped to the runway, hit hard, and bounced into a nose high attitude. He added power but the nose fell through and struck the ground before he could stop it. Subsequent inspection revealed damage to the fuselage structure. The Safety Board was notified of the damage determination on July 17, 2000. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: failure of the pilot to maintain an adequate airspeed margin resulting in a stall and hard landing.



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