LAX04LA055

The pilot of an airship was attempting to land with the assistance of his ground crew. The pilot acknowledged that the airship was "very light" during the attempted landing, and he had made and aborted two previous landing attempts. On the third and final landing approach, the forward ballonet was "loaded" to facilitate the ground crew's reaching the airship's bowlines. Approaching the landing site, the pilot used a combination of engine power, reverse power, and elevator control to maneuver. During this procedure the ground crew attempted to pull the nose of the airship down in order to add ballast to the airship. However, during this process the ground crew's position gave way as engine power was increased by the pilot in an effort at lowering the nose of the airship. The ground crew followed the airship as it moved away from the chosen landing site area. Eventually, as the available clearance between the airship and obstacles on the ground decreased, the ground crew directed the pilot to abort the attempted landing. The pilot stated that he attempted to abort the landing, and "tried to allow for the [light] static condition of the ship" to increase its altitude, but "nothing happened...." The airship continued to move forward until it impacted a fence and a lumber pile. At the time, the local wind speed and direction was reported as being light and variable.

On December 3, 2003, about 2130 Pacific standard time, a Goodyear GZ-20A, N10A, collided with obstacles during an aborted landing at the airship's home base in Gardena, California. Neither the commercial pilot nor the 13 ground crewmembers were injured. The sole passenger in the airship sustained a minor injury. The airship (blimp) was owned and operated by the Goodyear Tire & Rubber Company located in Akron, Ohio, and it was substantially damaged. The aerial observation flight was performed under the provisions of 14 CFR Part 91, and no flight plan had been filed. Visual meteorological conditions prevailed. The flight originated from Gardena at 1748.

The pilot reported that he was aware the airship was "very light" when he attempted to land. During the pilot's first attempt, he descended to about 50 feet above ground level (agl) before aborting the attempt because he "was not in a safe position to land." On the pilot's second attempt, he also descended to 50 feet agl before going around. On the third and final landing approach the forward ballonet was "loaded" in an attempt to allow the ground crew the ability to grab onto the airship's bowlines. The pilot further indicated that approaching the landing site he used a combination of engine power and elevator control to maneuver. During this procedure the ground crew attempted to pull the nose of the airship down in order to add ballast to the airship. However, during this process the ground crew's position gave way as engine power was increased by the pilot in an attempt at lowering the nose of the airship. The ground crew followed the airship's travel away from the chosen landing site area.

The pilot indicated that eventually, as the available clearance between the airship and obstacles on the ground decreased, the ground crew directed him to abort the attempted landing. The ground crew released the ground handling lines.

The pilot reported that, thereafter, the nose of the airship stayed down, and its forward momentum continued. The pilot indicated that he "tried to allow for the [light] static condition of the ship" to increase its altitude, but "northing happened...." Then, the pilot increased engine power and applied full elevator deflection to force the nose of the airship upward. The airship continued to move forward until it impacted a fence and a lumber pile.

The pilot described the local wind speed and direction as being light and variable. No gusts were reported.

The Goodyear airship's chief pilot observed the sequence of events leading to the accident from his position near the crash site. In pertinent part, he reported that as the airship approached for its first attempted landing, "...it was obvious that the ship was too light and too fast to land." The chief pilot stated that "on the second approach the ship was still too fast and too light to land [and] the [ground-based] crew chief signaled the ship to go around."

The chief pilot reported that the third landing approach appeared satisfactory, and he stated the following regarding the sequence of events leading to the accident: The ground crew was able to catch the airship's nose lines and stop its forward motion. The linemen positioned themselves to check the ship so the pilot could drive the ship to the ground to facilitate adding ballast. However, the airship did not adequately descend, After several minutes the ground crew grew tired and the airship moved closer to the fence due to the pilot's application of engine power. The chief pilot directed that the pilot go around, and this information was communicated to the airship pilot via radio. Thereafter, the linemen slacked the lines and the airship started the go around procedure with the nose down. The pilot was unable to raise the nose, and the airship impacted the fence on the corner of the field.