History of Flight
On September 19, 2019, about 1202 Pacific daylight time, a Cessna 177 airplane, registration N2323Y, was destroyed when it impacted a building near Torrance, California. The commercial pilot was fatally injured, and the passenger sustained serious injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as an other work use flight.
Video recordings from personal electronic devices showed the airplane taking off from the runway and climbing. After several seconds, it appeared to level off for a few seconds, then entered a right-banked turn. About 90° into the turn, the airplane banked sharply to the right and entered a steep nose-down descent.
Several witnesses near the departure end of the runway reported that the airplane went into a right-banked turn and, shortly thereafter, nosedived toward the ground. One witness stated that the airplane reached an altitude of about 350–400 ft above ground level and was not climbing before it banked right and then stalled. The airplane struck a building about 3/4 mile east of Zamperini Field Airport (TOA).
Aircraft Information
The airplane owner’s manual listed stall speeds at maximum gross weight (2,350 lbs) with no flaps: 64 mph at 0° bank, 66 mph at 20° bank, 73 mph at 40° bank, and 91 mph at 60° bank. The maximum rate of climb at that weight was about 638 ft per minute (including above-standard day temperature correction).
A current weight and balance form could not be located, and the amount of fuel on board could not be determined. However, calculations based on empty and full fuel loads, occupant weights, and electronic equipment indicated the airplane was about 30 to 234 pounds below its maximum weight limit, depending on fuel load.
Wreckage and Impact Information
The airplane struck the roof of a building about 3/4 mile east of the airport at an elevation of about 108 ft. The right wing was dangling off the roof, still connected through control cables. All major components were within the main wreckage site, with debris scattered about 30 ft. The left wing had partially separated and remained attached to the spar carry-through structure. The fuselage came to rest pointing downward on a heading of about 086° magnetic.
The left wing sustained substantial leading-edge damage along its entire span, with the leading edge bent upward. The left flap and aileron remained attached. The left fuel cap was secured. The left main landing gear strut, wheel, and part of the wheel fairing separated and were found on the ground near the main wreckage; the forward portion of the fairing was embedded in the roof.
The right wing had substantial leading-edge damage on the inboard third. The right flap and aileron were attached; the fuel cap was secured. Fuel leaked from the outboard end of the wing during recovery. The right main wheel and fairing separated and were found on the roof.
The empennage remained attached and was relatively intact. The vertical stabilizer, rudder, and both horizontal stabilators were attached. The instrument panel and cabin area were substantially damaged.
The engine came to rest partially attached to the fuselage near the ground, with its mounts intact. The carburetor, gascolator, and fuel lines were attached. No oil leakage was observed. The intake was unobstructed; exhaust tubing was intact. The two-bladed propeller was attached to the crankshaft; both blades exhibited chordwise scratching and trailing edge twisting. The spinner was crushed with impact markings.
Postaccident examination established flight control continuity from the ailerons to the wing root, from the cabin to cockpit controls, and for rudder and elevator. The flaps were near the zero-flap position according to the flap actuator. The vertical speed indicator showed a descent of about 1,800 ft per minute. The fuel selector handle was in the “both” position; the valve selected both tanks with no obstructions. The fuel strainer was clean.
Engine examination revealed impact damage to the exhaust system, alternator, and right forward rocker cover. One engine mount was fractured, but the crankcase was intact. All rocker arms, shafts, and valve springs were intact. The crankshaft rotated by hand, establishing rotational continuity throughout the engine and valve train. All cylinders had appropriate compression and suction in firing order. Timing was correct. Both magnetos produced spark on all leads. Spark plugs exhibited normal wear. A borescope inspection showed normal operational conditions. No preimpact mechanical anomalies or malfunctions were found that would have prevented normal operation.
Medical and Pathological Information
The Los Angeles County Department of Medical Examiner-Coroner performed an autopsy on the pilot and determined the cause of death as multiple blunt force traumatic injuries.
Toxicology testing by the FAA’s Bioaeronautical Sciences Research Laboratory detected ethanol in the pilot’s heart blood (0.015 gm/dL), vitreous fluid (0.055 gm/dL), and urine (0.097 gm/dL). Methanol was detected in urine but not in heart blood or vitreous fluid. The sedating antihistamine diphenhydramine was also detected in the pilot’s blood and urine.