History of Flight
On July 1, 2010, about 1800 Pacific daylight time, a Cessna 152, N94838, crashed into Penmar Golf Course in Venice, California. The pilot had rented the airplane from Justice Aviation at Santa Monica Airport (SMO) and operated the flight under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed. The flight was departing at the time of the accident.
Witnesses reported the airplane landing hard on runway 21, with a higher than normal flare at about 30 feet above ground level. The tail tie-down hook may have impacted the runway. The airplane continued down the runway with minimal throttle application, and the nose wheel lifted off the ground about three times. It departed the runway and entered a shallow, slow climb. Witnesses observed the airplane turn left, then dive and spiral toward the ground. One witness noted the airplane executed a tight turn to return to the airport, with wings going vertical before dropping below the tree line.
Personnel Information
The 60-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. He held a third-class medical certificate issued November 11, 2008, with the limitation that he must have available glasses for near vision. The pilot received his private certificate in 1982, commercial certificate on December 29, 2008, and instrument rating on January 23, 2009. He reported a total flight time of 307.7 hours as of December 24, 2009, and logged an additional 1.5 hours on January 1, 2010. He had no logged flight time in the 90 days preceding the accident.
Aircraft Information
The airplane was a 1983 Cessna 152, N94838, serial number 15285799. A field overhauled Lycoming Engines O-235-L2C engine, serial number L-11028-15, was installed on October 27, 2006. The last annual inspection occurred on January 29, 2010, at an aircraft total time of 12,787.3 hours. The last 100-hour inspection was on June 8, 2010, at a total time of 12,885 hours. The engine had 0.0 hours since major overhaul and 879.8 hours since major overhaul at the time of the last 100-hour inspection. No unresolved maintenance discrepancies were noted prior to departure.
Meteorological Information
The closest official weather observation station was Santa Monica, 0.5 miles southwest of the approach end of runway 21. A METAR issued at 1751 reported wind from 240 degrees at 8 knots, visibility 9 statute miles, temperature 19 degrees Celsius, dew point 13 degrees Celsius, and an altimeter setting of 29.79 inches of Mercury.
Communications
The pilot contacted Prescott automated flight service station at 1414 for a preflight weather briefing. He indicated he would be doing pattern work for one to two hours. The briefer mentioned an AIRMET for IFR conditions along the coastline. The pilot stated he planned to fly at 1700 and hoped to avoid the weather. The briefer advised calling back prior to flying for an update. At 1423, the pilot confirmed VFR conditions at SMO and decided to proceed.
While in flight, the pilot was in contact with Santa Monica tower. The controller cleared the airplane for a touch-and-go on runway 21. After observing a hard landing, the pilot stated he needed to return for landing immediately. The controller cleared the airplane to land on runway 21. The controller then saw the airplane turn left and appear to spin once before flying straight into the ground. A ground controller observed the airplane in a nose dive from about 200 feet.
Airport Information
Santa Monica Airport runway 21 is 4,973 feet long and 150 feet wide, with an asphalt-grooved surface.
Wreckage and Impact Information
The airplane came to rest in a nose-down attitude in a copse of trees. Wings remained attached and showed crush damage from leading to trailing edges. The horizontal stabilizer separated from the tail section but remained connected via flight control cables. The engine separated from the firewall and came to rest near the left door. The propeller separated from the hub; one blade had chordwise scratching and leading edge gouging, the other was relatively undamaged. The magneto switch was selected to the BOTH position.
Medical and Pathological Information
An autopsy completed on July 2, 2010, listed the cause of death as multiple traumatic injuries. Toxicological testing of pilot specimens showed no findings for carbon monoxide, cyanide, volatiles, or tested drugs.
Tests and Research
An airframe and engine examination on August 2, 2010, revealed no pre-impact mechanical anomalies that would have precluded normal operation. Flight control continuity was confirmed from the cockpit to both wings and tail section. The flaps were found in a 5-degree down position, and the elevator trim tab was set at 5 degrees tab down. The fuel selector was in the ON position.