History of Flight
On May 18, 2009, at approximately 1801 Pacific daylight time, a Cessna 172N (registration N738NN) and a Cessna 310P (registration N777AL) collided in midair about five miles south of Long Beach, California. The Cessna 172N was operated by Aero Aviation LLC as a local instructional flight under Title 14 CFR Part 91. The Cessna 310P was operated by its pilot as a local personal flight under the same regulations. The Cessna 172N departed Long Beach Airport (LGB) at about 1751, while the Cessna 310P had departed earlier at about 1720. Visual meteorological conditions prevailed, and no flight plans were filed for either flight.
A witness flying in the area reported seeing a silhouette of an airplane, which appeared to be a Cessna 172, performing maneuvers and making turns in a counter-clockwise direction, followed by a clockwise turn. The witness then noticed another airplane entering the area from the west traveling at a high rate of speed on an easterly heading. The witness observed the two airplanes collide and immediately disintegrate into small pieces. Debris fell into the ocean. The witness contacted local air traffic control and circled the debris area until first responders arrived.
Review of recorded radar data from the FAA showed that the Cessna 310P was maneuvering in a common practice area about five miles south of Long Beach Harbor at altitudes between 3,000 and 4,700 feet msl. The Cessna 172N departed LGB and remained on a southerly course at 3,000 feet msl while conducting shallow turns. At 1759:53, the Cessna 172N performed a left 360-degree turn to a southerly heading. The Cessna 310P was on an easterly heading at 3,000 feet msl from 1759:25 until the collision. At 1801:16, the radar data depicted the two airplanes converging nearly perpendicular to one another about five miles south of the breakwater wall.
Personnel Information
The flight instructor of the Cessna 172N, aged 32, held a commercial pilot certificate with single-engine land, multi-engine land, and instrument ratings, as well as a flight instructor certificate with the same ratings. He held a first-class medical certificate issued June 12, 2008, with the limitation "must wear corrective lenses." He reported 1,760 total flight hours on his medical application; his logbook showed 1,880.9 hours as of May 8, 2009.
The student pilot on the Cessna 172N, aged 32, did not hold a student pilot certificate. His logbook indicated 3.7 hours of flight time as of May 7, 2009.
The pilot of the Cessna 310P, aged 54, held an airline transport pilot certificate with multi-engine land rating and a commercial pilot certificate with single-engine land rating. He held a third-class medical certificate issued July 22, 2008, with the limitation "must have available glasses for near vision." He reported 3,070 total flight hours on his medical application; his logbook showed 3,377.6 hours as of December 31, 2007.
Aircraft Information
The Cessna 172N, serial number 17270109, was a four-seat, high-wing, fixed-gear airplane manufactured in 1977. It was powered by a Lycoming O-320-H2AD engine with a McCauley fixed-pitch propeller. It was painted white with blue and gray trim. An annual inspection was completed on December 5, 2008, at a tachometer reading of 2,800.0 hours, airframe total time of 8,528.2 hours, and engine time since major overhaul of 200 hours. The most recent 100-hour inspection was on May 11, 2009, at tachometer time 2,898.2 hours.
The Cessna 310P, serial number 310P0141, was a low-wing, retractable-gear airplane manufactured in 1969. It was powered by two Continental IO-470-VO engines with two variable-pitch McCauley propellers. It was painted white with orange and brown trim. An annual inspection was completed on May 11, 2009, at a tachometer reading of 1,086.2 hours, airframe total time 3,864.2 hours, left engine time since major overhaul 469.4 hours, and right engine time since major overhaul 974.1 hours. A logbook entry for the left engine noted replacement of the #6 cylinder due to stripped exhaust studs.
Meteorological Information
Recorded weather at LGB at 1753 reported wind from 290 degrees at 10 knots, visibility 10 statute miles, clear sky, temperature 21°C, dew point 13°C, and altimeter setting 29.90 inches of Mercury. Sunset was at 1949, with end of civil twilight at 2017. The sun was calculated to be at 12.5 degrees above the horizon, with an azimuth of 280.4 degrees and elevation of 20.5 degrees.
Wreckage and Impact Information
The United States Coast Guard initiated search and rescue operations, assisted by the Los Angeles County Sheriff's Department. Search and rescue was suspended on the afternoon of May 19, 2009. The Los Angeles County Sheriff continued using divers and sonar. On May 20, 2009, divers located the Cessna 172N and remains of the Cessna 310P about five miles offshore in about 80 feet of water. Further search efforts continued on May 21 and 22, 2009.
The wreckage of the Cessna 172N and portions of the Cessna 310P were found on the sea floor about five miles south of the Long Beach Harbor breakwater wall in about 80 feet of water.
Medical and Pathological Information
Autopsies were conducted on the three occupants on May 25, 2009, by the Los Angeles County Coroner's office. Toxicology tests performed by the FAA's Civil Aeromedical Institute (CAMI) on the flight instructor were negative for carbon monoxide, cyanide, volatiles, and drugs. Tests on the student pilot detected 38 mg/dl of ethanol in the lung and 14 mg/dl in the muscle; an unspecified amount of quinine was detected in the liver and kidney. Tests on the pilot of the Cessna 310P detected 52 mg/dl of ethanol in the muscle; drugs were negative.
Tests and Research
Examination of the recovered wreckage of the Cessna 172N revealed that the outboard portion of the left main landing gear strut was fractured. Orange-colored material, consistent with brown paint from the Cessna 310P, was observed on the strut. The left main landing gear wheel assembly was damaged. Examination of recovered portions of the Cessna 310P showed the left and right horizontal stabilizer remained attached, with the left stabilizer buckled. The vertical stabilizer was displaced aft and to the right. Blue paint transfer from the Cessna 172N was observed on the vertical stabilizer. Tire groove impressions from the Cessna 172N's left main landing gear tire were found on the vertical stabilizer skin.