# Accident 20100217056069A: Fouga CM 170 MAGISTER, Imperial, CA, February 17, 2010 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: February 17, 2010, 14:24 local time - Place: Imperial, CA - Damage: Substantial damage - Phase of flight: Takeoff: Rotation - Operating rules: General operating rules (Part 91) - Location: 32.8342° N, 115.5786° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=32.8342&lon=-115.5786&mi=10 - Aircraft: N6222N, a cancelled registration (https://openairdocs.org/deregistered/N6222N-2010-08-24) (OpenAirDocs) - Registry model: Fouga CM 170 MAGISTER (registry code 056129S, https://openairdocs.org/model/fouga-cm-170-magister) (OpenAirDocs) - Registry engine: Turbomeca MARBORE IIC (registry code 60004, https://openairdocs.org/engine/turbomeca-marbore-iic) (OpenAirDocs) - Reported make and model: FOUGA CM 170 MAGISTER - Reported engine: TURBOMECA MARBORE IIC - People aboard: 1 - Fatal injuries: 0 - Other injuries: 1 - Pilot certificates: Airline transport - Pilot flight hours: 22,000 total, 7 in this make and model, 9 in the last 90 days - NTSB investigation: [NTSB WPR10LA137](https://openairdocs.org/ntsb/WPR10LA137) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20100217056069A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ON FEBRUARY 17, 2010 AT APPROXIMATELY 2:24 P.M. PACIFIC STANDARD TIME, ATP RATED PILOT ^PRIVACY DATA OMITTED^, WAS ATTEMPTING TO TAKEOFF A CM-170 FOUGA MAGISTER TURBOJET AIRCRAFT IDENTIFIED AS N6222N FROM (IPL) IMPERIAL COUNTY AIRPORT IN CALIFORNIA. THE WEATHER WAS VFR AND REPORTED TO BE CLEAR, VISIBILITY MORE THAN 10 MILES, WINDS FROM 050 DEGREES AT 5 TO 10 MPH WITH THE TEMPERATURE AT 68 DEGREES FAHRENHEIT.^PRIVACY DATA OMITTED^ ATTEMPTED THE TAKEOFF FROM RUNWAY 32. SHORTLY AFTER LIFT OFF THE PILOT LOST DIRECTIONAL CONTROL, STALLED AND SETTLED HARD BACK ONTO THE RUNWAY. THE AIRPLANE SLID SIDEWAYS AND CAME TO REST OFF THE SIDE OF THE RUNWAY. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. THERE WAS NO FIRE. THE PILOT SUSTAINED A BACK ACHE BUT HAD NO OTHER INJURIES. THE RUNWAY SUFFERED RUTS AND GOUGES AS A RESULT OF THE LANDING GEAR SHEARING OFF. AT LEAST ONE RUNWAY EDGE LIGHT WAS DAMAGED.ON MARCH 8, 2010, DURING OUR POST ACCIDENT INTERVIEW TOGETHER AT THE SAN DIEGO FSDO OFFICE, ^PRIVACY DATA OMITTED^ SUBMITTED THE FOLLOWING WRITTEN REPORT:"AFTER RE-FUELING AT IPL, EN ROUTE TO SDM (BROWNFIELD) AND A CLOSE WALK-AROUND INSPECTION I TAXIED OUT AFTER 2 NORMAL STARTS. I ANNOUNCED MY TAXI OUT ON FSS FREQ. 122.7. I PERFORMED THE POST START AND PRE-TAKE OFF CHECK LISTS ON MY KNEE CLIPBOARD. EVERYTHING CHECKED OUT EXCELLENT. I TOOK THE FAVORED RUNWAY (32) DUE TO ITS LENGTH AND ROUTINE INSPECTIONS BEING MADE ON 8/26. TAKE OFF POWER YIELDED A SLIGHTLY HIGHER EGT ON THE LEFT ENGINE (650C). THE RIGHT ENGINE SHOWED 600C. THE LEFT ENGINE WAS PULLED BACK VERY SLIGHTLY TO PROVIDE A LITTLE MORE MARGIN WITH THE MAX EGT (675C). THE ACCELERATION INITIALLY WAS NORMAL WITH A LITTLE RIGHT RUDDER TO MAINTAIN THE CENTERLINE. THE FORWARD PRESSURE ON THE STICK WAS RELEASED A BIT TO REDUCE THE VIBRATION FROM THE NOSE WHEEL. THIS VIBRATION IS DUE TO THE HARD NOSE WHEEL TIRE AND THE SURFACE OF THE ASPHALT. THE NOSE CAME UP A BIT TOO HIGH AND THE STICK WAS MOVED FORWARD SUFFICIENTLY TO MAINTAIN THE NOSE WHEEL JUST ABOVE THE RUNWAY SURFACE. AT 100 KNOTS AND ACCELERATING, ALBEIT A LITTLE SLOWER THAN NORMAL, THE AIRCRAFT LIFTED OFF AND I KEPT IT IN GROUND EFFECT TO CONTINUE ACCELERATING TO 140 KNOTS. HOWEVER THE AIRCRAFT PITCHED UP, ROLLED AND YAWED TO THE RIGHT. MY CONTROL INPUTS HAD NO EFFECT AND THE AIRCRAFT STRUCK THE GROUND FROM ABOUT 10 FEET TRAVELING DIAGONALLY TO THE LEFT BUT WITH THE NOSE POINTED TO THE RIGHT. THE LANDING GEAR BROKE OFF. I PULLED THE ENGINES TO IDLE AND THEN SHUT THEM AND THE ELECTRICAL SYSTEMS DOWN. I EXCITED THE AIRCRAFT AND THE FIRE FIGHTERS CAME AND STARTED COVERING EVERYTHING IN FOAM EVEN THOUGH THERE WAS NO INDICATION OF FIRE. 20 MINUTES LATER THEY COVERED EVERYTHING IN FOAM AGAIN."INSPECTOR SUMMARY - THE FIRST RESPONDERS TO THE CRASH SIGHT WERE THE AIRPORT FIREMEN. AS THEY CAME UP TO THE AIRCRAFT WITH THEIR FIRE TRUCK, THEY HEARD THE ENGINES RUNNING AT IDLE AND ASKED THE PILOT TO TURN THEM OFF. THE PILOT STATED "I DON'T KNOW HOW." A MECHANIC SAW THE TAKEOFF ATTEMPT AND WAS THE NEXT PERSON TO RESPOND TO THE CRASH SIGHT. THE FIREMAN ASKED THE MECHANIC TO ASSIST THEM IN SHUTTING DOWN THE ENGINES. THE MECHANIC ASKED THE PILOT TO SECURE THE ENGINES AND AGAIN THE PILOT RESPONDED, "I DON'T KNOW HOW." THE MECHANIC WAS THEN ABLE TO REACH INTO THE COCKPIT AND SECURE THE ENGINES. THE FIRE DEPARTMENT SHOT FOAM INTO BOTH ENGINES AND OVER THE ENTIRE CRASH SIGHT BECAUSE THERE WAS JET FUEL LEAKING ALL AROUND THE SCENE. AN FAA INSPECTOR WAS IN THE AREA AND WAS ABLE TO ARRIVE AT THE SCENE WITHIN ABOUT 20 MINUTES AFTER THE CRASH. THE MECHANIC WHO SECURED THE ENGINES TOLD THE INSPECTOR THAT HE VIEWED THE TAKEOFF ATTEMPT AND STATED THAT ALL LOOKED NORMAL EXCEPT THAT THE AIRCRAFT PITCHED UP UNUSUALLY HIGH RIGHT AFTER LIFT OFF. HE SIMULATED WITH HIS HAND A NOSE UP DECK ANGLE OF BETWEEN 50 TO 60 DEGREES. THE WITNESS THEN SAW THE AIRPLANE FLOP BACK DOWN HARD ONTO THE RUNWAY AND SKID OFF TO THE SIDE. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB WPR10LA137](https://openairdocs.org/ntsb/WPR10LA137), Feb 17, 2010: Fouga CM 170 Magister (N6222N), Imperial, CA, substantial damage. Probable cause: The pilot's inadequate preflight inspection and his failure to ensure that the speed brakes were retracted, which resulted in a loss of control during takeoff. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft 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. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.