LAX96LA273

The CFI had the airplane refueled in preparation for his student's BFR. The CFI and the student (a private pilot) departed, climbed to traffic pattern altitude, and entered the downwind leg. Abeam the control tower, the private pilot was issued a landing clearance and the pilot turned onto the base leg while the airplane descended. The CFI reported that when he instructed his student to decrease the descent rate, he realized that engine power was suddenly unavailable. The CFI took the controls, made a forced landing in a residential area, and collided with obstacles. The postimpact examination of the airframe and engine did not reveal evidence of fuel system contamination or blockages. The engine was successfully test run.

History of flight

On July 15, 1996, at 1923 hours Pacific daylight time, a Bellanca 8GCBC, N87107, operated by Red Baron, Pacoima, California, experienced a total loss of engine power while on base leg to the Whiteman Airport, Los Angeles, California. The certificated flight instructor (CFI) took the controls from the private pilot, who was receiving a biennial flight review, and the CFI made a forced landing in a residential area of Pacoima. The airplane was destroyed. The CFI/airline transport pilot (ATP) received minor injuries, and the private pilot was seriously injured. Visual meteorological conditions prevailed at the time of the instructional flight, and no flight plan was filed. The flight originated from the Whiteman Airport at 1920.

According to the CFI, prior to takeoff the airplane was serviced with 14 gallons of fuel. Airport personnel reported that 9 gallons of fuel were pumped into the right fuel tank which completely filled it, and 5 gallons were pumped into the left tank. The CFI and the private pilot indicated that no abnormal conditions were observed during the engine ground runup, and the takeoff was uneventful.

The airplane climbed to the traffic pattern altitude. When the airplane was downwind, abeam the position of the control tower, the private pilot received a clearance to land on runway 12. The pilot continued flying on the downwind leg, turned onto the base leg and descended. The CFI reported that he instructed the private pilot to add engine power to decrease the rate of descent, but no engine power was available.

The CFI stated that he took the controls, verified that the engine had failed and made a forced landing. Unable to glide to the airport, the CFI reported that he landed in the safest location available. The airplane collided with trees and an automobile about 1.5 miles northwest of the airport. No one on the ground was injured.

The CFI reported that seconds prior to the loss of engine power all airplane systems appeared to have been operating normally. When the power loss occurred it was not preceded or accompanied by any unusual vibration or sounds, there was no warning.

Tests and research

On July 15, 1996, the National Transportation Safety Board examined the accident airplane while in storage at National Aircraft Salvage, Long Beach, California. The following summarizes the fuel system examination procedures and observations during the engine test run:

1. The left and right wing tanks were opened and visually inspected. No contaminants or obstructions were observed in either tank, in the fuel screens, or in the lines.

2. No obvious deformation was noted in the propeller blade assembly.

3. The throttle, mixture, and the carburetor heat control were found connected to the carburetor assembly/air box.

4. About 4 ounces of blue colored fluid was drained from the fuel strainer, and the fuel screen was clear.

5. The carburetor finger screen was found clear.

6. A temporary (auxiliary) fuel tank and battery were secured to the airplane.

7. The engine was started on the first attempt following the procedures described in the Bellanca owner's manual.

8. The engine rpm was varied from 500 to 2,200 during 4 minutes of engine operation. The first minute the engine was operated at 500 rpm, and the following 3 minutes it was operated at 2,200 rpm. The oil pressure indicated 55 psi, and the oil temperature indicated 100 degrees Fahrenheit.

9. The mixture control knob was pulled in an aft direction to shut off the engine. No discrepancies were observed during the test.