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19960919037629I

Incident · Minor damage
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FAA incident report · Cessna 172N · Los Angeles, CA · September 19, 1996

FAA Aviation Safety Information Portal

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Date
September 19, 1996 · 11:35 local
Place
Los Angeles, CA
Airport
Los Angeles International
Phase of flight
Ground Taxi, Other Airplane
Operating rules
General operating rules (Part 91)
Damage
Minor damage
Aircraft
N4939G
Reported as
Cessna 172N
People aboard
1
Fatal injuries
0
N4939GRegistration cancelled Jul 19, 2011 · Cessna 172NS/N 17273486 · Built 1979Airframe modelCessna 172NEngine modelLycoming 0-320 seriesReciprocating

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

Narrative: Mr. Mauro morosetti was the pilot-in-command of Cessna N4939G on September 19, 1996. He had taxied his aircraft, with approval from lax tower to the hold short area of runway 24L at Los Angeles International Airport. He was behind an america west 737, call sign cactus 78. The america west 737 was given a clearance by lax ATC to "position and hold" on runway 24L. About a minute later, cactus 78 was given a clearance to takeoff on runway 24L, three seconds elapsed and the same controller directed Cessna N4939G to taxi across runway 24L, and position and hold on runway 24R. Additionally, the tower controller informed N4939G that "traffic" was on an eight (8) mile final for runway 24R. Just as cactus 78 was increasing engine thrust to takeoff power, Cessna 4939G began to cross runway 24L. The jet blast from the america west 737 caused the Cessna 172 to tip forward and to the right resulting in damage to the right wing tip and to the propeller. (The propeller did not contact the ground.) Immediately after the incident, the Cessna pilot asked to "stay where he was" which was to the side of the taxiway between runways 24L and 24R. Initially, the pilot had not assesse d the extent of the damage to the aircraft and even stated to the lax tower controller, that "39G" was ready to go. After reconsidering the situation, he requested to taxi the aircraft back to a fixed base operator on the south side of the airport. After several minutes, the tower gave the Cessna a left turn and told the pilot to hold short of runway 24L. ATC then cleared the aircraft to taxi down runway 24L and exit the runway at "whiskey" taxiway. privacy data omitted (As it is currently written, the air traffic controllers handbook makes notification of jet blast an optional call. Reference 7110.65J chapter 2, section 1, paragraph 20.) Additionally, the pilot has been consulted on being more mindful of the hazards of operations around large transport category aircraft, especially the effects of jet blast on smaller airplanes.

As the FAA filed it

NARRATIVE: MR. MAURO MOROSETTI WAS THE PILOT-IN-COMMAND OF CESSNA N4939G ON SEPTEMBER 19, 1996. HE HAD TAXIED HIS AIRCRAFT, WITH APPROVAL FROM LAX TOWER TO THE HOLD SHORT AREA OF RUNWAY 24L AT LOS ANGELES INTERNATIONAL AIRPORT. HE WAS BEHIND AN AMERICA WEST 737, CALL SIGN CACTUS 78. THE AMERICA WEST 737 WAS GIVEN A CLEARANCE BY LAX ATC TO "POSITION AND HOLD" ON RUNWAY 24L. ABOUT A MINUTE LATER, CACTUS 78 WAS GIVEN A CLEARANCE TO TAKEOFF ON RUNWAY 24L, THREE SECONDS ELAPSED AND THE SAME CONTROLLER DIRECTED CESSNA N4939G TO TAXI ACROSS RUNWAY 24L, AND POSITION AND HOLD ON RUNWAY 24R. ADDITIONALLY, THE TOWER CONTROLLER INFORMED N4939G THAT "TRAFFIC" WAS ON AN EIGHT (8) MILE FINAL FOR RUNWAY 24R. JUST AS CACTUS 78 WAS INCREASING ENGINE THRUST TO TAKEOFF POWER, CESSNA 4939G BEGAN TO CROSS RUNWAY 24L. THE JET BLAST FROM THE AMERICA WEST 737 CAUSED THE CESSNA 172 TO TIP FORWARD AND TO THE RIGHT RESULTING IN DAMAGE TO THE RIGHT WING TIP AND TO THE PROPELLER. (THE PROPELLER DID NOT CONTACT THE GROUND.) IMMEDIATELY AFTER THE INCIDENT, THE CESSNA PILOT ASKED TO "STAY WHERE HE WAS" WHICH WAS TO THE SIDE OF THE TAXIWAY BETWEEN RUNWAYS 24L AND 24R. INITIALLY, THE PILOT HAD NOT ASSESSE D THE EXTENT OF THE DAMAGE TO THE AIRCRAFT AND EVEN STATED TO THE LAX TOWER CONTROLLER, THAT "39G" WAS READY TO GO. AFTER RECONSIDERING THE SITUATION, HE REQUESTED TO TAXI THE AIRCRAFT BACK TO A FIXED BASE OPERATOR ON THE SOUTH SIDE OF THE AIRPORT. AFTER SEVERAL MINUTES, THE TOWER GAVE THE CESSNA A LEFT TURN AND TOLD THE PILOT TO HOLD SHORT OF RUNWAY 24L. ATC THEN CLEARED THE AIRCRAFT TO TAXI DOWN RUNWAY 24L AND EXIT THE RUNWAY AT "WHISKEY" TAXIWAY. ^PRIVACY DATA OMITTED^ (AS IT IS CURRENTLY WRITTEN, THE AIR TRAFFIC CONTROLLERS HANDBOOK MAKES NOTIFICATION OF JET BLAST AN OPTIONAL CALL. REFERENCE 7110.65J CHAPTER 2, SECTION 1, PARAGRAPH 20.) ADDITIONALLY, THE PILOT HAS BEEN CONSULTED ON BEING MORE MINDFUL OF THE HAZARDS OF OPERATIONS AROUND LARGE TRANSPORT CATEGORY AIRCRAFT, ESPECIALLY THE EFFECTS OF JET BLAST ON SMALLER AIRPLANES.