LAX05LA272

Witnesses observed the airplane on a normal final approach and then it made a sudden right turn and impacted tractor trailers in a storage yard about 0.4 miles from the runway. The witnesses did not hear any unusual noises emanating from the engine. No evidence of preimpact mechanical malfunction was observed with the airframe systems. During the disassembly of the carburetor, investigators noted that the accelerator pump seal was worn and separated from the retainer spring, which may have prevented the engine from responding to the pilot's throttle input.

History of flight

On August 20, 2005, about 1015 Pacific daylight time, an experimental Patch Varieze, N862DP, collided with containers in a trucking storage yard 1 mile east of Brown Field Municipal Airport (SDM), San Diego, California. The owner/pilot was operating the airplane under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, was fatally injured; the airplane was destroyed. The local personal flight departed Montgomery Field Airport (MYF), San Diego, about 1000. Visual meteorological conditions prevailed, and no flight plan had been filed. The approximate global positioning system (GPS) coordinates of the primary wreckage were 32 degrees 34.200 minutes north latitude and 116 degrees 57.613 minutes west longitude.

The accident airplane was the second airplane in a flight of two. The pilot of the first airplane reported that they had flown from MYF, and during the 15-minute flight, the pilot of the accident airplane did not report any abnormalities with the airplane.

The two airplanes made a low approach to SDM runway 26L in formation flight and then entered the pattern for left traffic to land on runway 26L. The first airplane landed without incident. Witnesses reported seeing the accident airplane on final approach. The airplane made a sudden right turn, entered into fenced storage facility, and collided with numerous parked semi-tractor trailers.

The wreckage site was documented by San Diego Police personnel and inspectors from the Federal Aviation Administration (FAA).

Personnel information

A review of FAA airman records revealed that the pilot held a private pilot certificate with ratings for airplane single engine land and instrument airplane. He also held a certificate for repairman experimental aircraft builder issued for the accident airplane.

The pilot held a second-class medical certificate issued in May 2004. It had limitations that the pilot must wear corrective lenses and possess glasses for near and intermediate vision.

An examination of the pilot's logbook indicated an estimated total flight time of 2,635 hours. He logged 28.5 hours in the last 90 days, and 26.3 in the last 30 days. He had an estimated 1,923 hours in experimental aircraft. He completed a biennial flight review on September 27, 2003.

Aircraft information

The airplane was an experimental Dan F. Patch, Varieze, serial number 862. A review of the airplane's logbooks revealed that the airplane had a total airframe time of 1,933.7 hours at the last inspection, which was completed on July 10, 2005.

The engine was a Teledyne Continental Motors, serial number 65966-6-A. Total time recorded on the engine at the last annual inspection was 1,933.7 hours, completed on July 10, 2005.

Examination of the maintenance records revealed no unresolved maintenance discrepancies against the airplane prior to departure.

Meteorological information

The closest official weather observation station was Brown Field Municipal Airport, San Diego (KSDM), which was located 2 nautical miles (nm) west of the accident site. The elevation of the weather observation station was 526 feet mean sea level (msl). An aviation routine weather report (METAR) for SDM was issued at 0953. It stated: winds variable at 6 knots; visibility 9 statute miles; skies were clear; temperature 23 degrees Celsius; dew point 16 degrees Celsius; altimeter 29.97 inHg.

Wreckage and impact information

Investigators from the San Diego Police Department and the FAA examined the wreckage at the accident scene.

The aircraft impacted into a trucking storage yard 0.4 miles east of the approach threshold for runway 26. The first identified point of contact (FIPC) was a trailer located at the southwest corner of the storage lot. Four consecutive trailers sustained damage following the FIPC. The debris path extended approximately 265 feet in a northwesterly direction. One main landing gear wheel was located near the second trailer. Part of a wing was hanging from one trailer. An aileron and a portion of the canard wing were located between the third and fourth trailers. Another aileron and part of the fuselage were located almost immediately west of the four trailers. The other canard and the ELT (emergency locator transmitter) were located further north of the first aileron. West and slightly north of this were the main fuselage, cockpit, and instrument panel. An adjacent light pole exhibited impact marks approximately 2/3 the way up from the base. The carburetor, lower engine cowling, oil pump, and a piece of propeller blade were located further along the debris path. Both the left and right main landing gear were located towards the end of the debris path. Investigators noted that the left/right main landing gear was missing a tire, which was located towards the beginning portion of the debris path. The engine was located along the farthest point of the debris path.

Medical and pathological information

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing of specimens of the pilot. Analysis of the specimens contained no findings for carbon monoxide, cyanide, volatiles, and tested drugs.

Tests and research

The National Transportation Safety Board investigator-in-charge (IIC), the FAA, and Teledyne Continental Motors (TCM), a party to the investigation, examined the airframe and engine at Aircraft Recovery Services, Littlerock, California, on November 17, 2005.

The engine was hung by a lift for examination. The engine was positioned in a rear pusher configuration for this aircraft type. The external examination showed impact damage to the propeller assembly and all sides of the engine. Propeller blade 1 had missing material approximately 6 inches from the hub to the tip of the blade. Propeller blade 2 had missing material from the mid-section to the tip. The crankshaft propeller flange was undamaged. The engine mounting assembly sustained impact damage.

The oil sump showed impact damage and was partially opened at the aft section of the mounting flange. The oil sump was drained of oil and only residual oil was present. The residual oil was dark in color. The oil pump drive was intact. The oil pump cavity contained light scratches and exhibited normal operating signatures. The oil pump gear teeth also exhibited normal operating signatures. The oil pickup tube was undamaged. The oil suction screen was unrestricted.

The carburetor and number 2 cylinder induction riser separated and were later found in the main wreckage. A section of the inlet manifold remained attached at the carburetor mount. Investigators removed the oil filter finger screen. What appeared to be a light residue of carbon was found on the screen. The accelerator pump was actuated by hand, and no pumping of fuel was noted. Investigators disassembled the carburetor. The accelerator pump seal had separated from the retainer spring. The seal, described by the manufacturer's representative as looking "worn out," was found in the lower section of the accelerator pump cavity. Both bowl floats had collapsed hydromechanically inward from the outboard sides. Upon inspection, it appeared the floats had not been breeched.

The crankshaft was rotated by hand and compression was obtained from each cylinder. The cylinder combustion area was inspected in accordance with TCM SB03-3, and no anomalies existed.

The numbers 1 and 3 exhaust pipes separated from their respective cylinders.

Spot putty was not evident on the cylinder hold-down nuts. The cylinder combustion chamber had a normal amount of combustion deposits, and the bore condition was free of scoring and undamaged. The intake and exhaust valve heads exhibited normal deposits and operating signatures. Investigators removed the rocker box covers and noted an oil residue indicative of lubrication. The cy