History of Flight
On August 16, 2009, about 1121 Pacific daylight time, a Cessna 152, N67361, descended into terrain about 1/4-mile southeast of Hesperia Airport, Hesperia, California. The airplane was registered to and operated by M.Y. AIR, a flight school based in Redlands, California. Visual meteorological conditions prevailed, and no flight plan had been filed. The airplane was substantially damaged, and the private pilot and passenger were killed. The flight was performed under 14 CFR Part 91 and originated from Redlands about 1040.
According to M.Y. AIR's manager, the pilot received recurrent flight training on August 13, 2009, in N67361, lasting 1.1 hours. The pilot later flew the airplane for 1.3 hours on August 14 and 1.0 hour on August 15. On August 16, the pilot reported intent to rent the airplane for another local flight; the airplane was blocked out between 0900 and 1200. After fueling, the pilot and passenger departed.
No evidence of a flight plan was found, and no distress call was received. The pilot's route between Redlands and Hesperia is undetermined.
Witness Observation
A ground-based witness near Hesperia Airport reported observing an airplane matching the accident make and model. The airplane made a high and fast approach to runway 21, performed a go-around, then a second high and fast approach followed by another go-around. The witness described an unusual climb and left low altitude crosswind turn: pitch attitude about 45 degrees upward and left bank angle about 60 degrees. The airplane turned left for the traffic pattern soon after overflying the departure end of runway 21. The witness lost sight of the airplane seconds later. A few minutes later, the witness observed the crashed airplane next to the road, oriented north. The witness estimated wind from the north at 5 knots.
Pilot Information
The 41-year-old pilot held a private pilot certificate with single-engine land rating issued November 13, 1992. The most recent third-class medical certificate was issued August 8, 2007, with no limitations. The pilot was a Japanese national and did not hold a Japan airman certificate. The pilot's flight logbook showed flying began in September 1992, with a private pilot certificate issued at about 59 hours. Except for one dual lesson in a Piper PA-28, all flying was in Cessna 150, 152, and 172 models in southern California. Recent flying included a 1.1-hour flight review on August 13, 2009, with a CFI from M.Y. AIR, followed by 2.3 hours on August 14 and 15. The accident occurred after 0.7 hours that day. Total time was about 193.3 hours, including 51.0 hours of dual instruction.
Aircraft Information
The Cessna 152, serial number 15281779, was manufactured in 1978. Total airframe time at accident was 8344.6 hours. The last annual inspection was December 9, 2008 (297 hours prior), and the last 100-hour inspection was June 21, 2009 (93 hours prior). The Lycoming O-235-L2C engine, serial number L-15117-15, was overhauled on August 9, 2007, and installed on August 14, 2007. Engine total time at overhaul was 8507.6 hours; at accident, 9446.8 hours, with 939.2 hours since major overhaul.
Maintenance records show multiple instances of magneto maintenance, particularly left magneto timing adjustments at roughly 50-hour intervals. An August 8, 2009, rental log entry noted a 225 rpm drop during left magneto run-up, exceeding the maximum 125 rpm. No corresponding maintenance record was found, though the maintenance shop stated spark plugs were removed, gapped, tested, and possibly replaced, and timing was confirmed at 20 degrees BTDC on both magnetos.
Airport and Weather
Hesperia Airport is a non-towered public airport at 3,390 feet msl with one runway (03/21), 3,910 feet long and 50 feet wide. The closest official weather station, Victorville Airport (13 nm north), reported at 1050: wind 220° at 4 knots, clear skies, 10-mile visibility, temperature 28°C, altimeter 29.90 in Hg. Density altitude was calculated to be 5,754 feet. A security video showed the wind tee and sock indicating runway 03 favored with northerly wind estimated 5-10 knots. The shadow of an airplane overflying southwesterly over runway 21's approach end was recorded at about 1119; no other aircraft were observed within 5 minutes before or after.
Medical and Pathological Information
The pilot sustained fatal injuries; autopsy attributed cause to multiple blunt force traumatic injury. Toxicology was negative for alcohol and drugs.
Wreckage and Impact
The airplane was found on near level soil about 1/4-mile southeast of runway 21's departure end, nose down with engine buried at about a 45-degree angle to an estimated 1-foot depth. No ground scar from impact marks was observed. Several gallons of fuel were in the left tank; fuel spillage was reported. No fire occurred. The fuselage and empennage were attached, upright and near wings level. Both wings' leading edges were accordioned aft. The engine compartment and instrument panel displaced aft, reducing cockpit space. Flight controls remained attached with cable integrity to the crushed cockpit.
Propeller chordwise score marks were present over the entire span on the cambered side, and on the face over the outboard approximate 1 foot. Both blades had their outboard approximate 1 foot bent aft, with leading-edge nicks.
Engine Examination
The engine was examined on August 24, 2009. It remained attached via engine mount, with moderate impact deformation to the forward bottom exhaust and induction system. The carburetor and alternator were displaced. No pre-impact catastrophic mechanical malfunction or fire was evident. The crankshaft rotated freely; thumb compression was normal on all cylinders. Valve train operated properly. Lubrication oil was observed. Mechanical continuity was established.
Partial disassembly revealed no mechanical undamage to cylinders, no foreign object ingestion, and normal combustion signatures. The bottom plugs exhibited excessive lead deposits. The left magneto had a missing castellated nut, washer, and cotter pin securing the drive gear and impulse coupler; the nut and washer were found in the oil sump. No cotter pin was found. Wear signatures indicated a sustained condition. The left magneto sustained impact damage, precluding functional testing. The magneto drive gear had no witness marks indicating cotter pin presence. The rear engine case showed rotational burnishing consistent with prolonged contact with the gear. Shiny metal shavings were in the oil filter.
The right magneto's internal "E-gap" was excessively out of manufacturer specifications (34° ±1.5° counterclockwise rotation from E-gap to points opening, versus acceptable ±5°). It produced spark during hand rotation.
The left magneto was manufactured December 2003; the right, January 2007. Magneto maintenance requirements per manufacturer service bulletins include inspections every 100 hours externally and every 500 hours internally.
Tests and Research
No further tests were performed beyond the examination described.