LAX97FA148

The student pilot was on an authorized round-robin cross-country flight with several intermediate landings. He had made 1 landing at the first airport, and 3 landings at the second airport, having a density altitude of about 6,700 feet. He then took off but did not follow the published (recommended) departure procedures for gaining altitude. He did, however, proceed along his flight plan route directly toward the next authorized landing site. The route was over terrain which required the airplane to climb at a rate which exceeded its published maximum performance. After climbing about 4 minutes the airplane collided with trees and impacted the snow covered mountainside about 7,840 feet msl. The CFI reported that he had personally authorized his student to make the flight, but told him to change the route from what the student had initially selected (accident route) to one over lower terrain. The CFI had not flown with the student in 3 months nor had he provided dual cross-country training in nearly 6 months. Also, the CFI had not provided his student with high density altitude flight training in the geographical area flown. Prior to the student's departure, the CFI had not reviewed with him the latest forecast weather conditions or ensured that the pencil line depicting the route of flight was drawn away from the higher elevation mountainous terrain.

History of flight

On April 6, 1997, at 1528 hours Pacific daylight time, a Cessna 152, N64845, operated by Fallon Airmotive, Inc., collided with upsloping mountainous terrain approximately 3.76 nautical miles (nm) east-southeast (116 degrees magnetic) from the Lake Tahoe Airport, South Lake Tahoe, California. Visual meteorological conditions prevailed at the time of the solo instructional flight. The student pilot had filed a visual flight rules flight plan, but it was not activated. The airplane was found destroyed and the student pilot was fatally injured. The round robin flight originated from Fallon, Nevada, about 1255.

The pilot's certified flight instructor (CFI) provided a written statement to the National Transportation Safety Board indicating that he had personally reviewed his student's flight planning and had authorized the cross-country flight.

The pilot's flight plan form (as found in the airplane wreckage along with the corresponding sectional aeronautical chart) indicated a round robin flight with his first landing at the uncontrolled Gansner Field (201), Quincy, California. Thereafter, he planned to proceed to the controlled Lake Tahoe Airport (TVL). At Lake Tahoe the pilot planned to perform three takeoffs and landings. Then, he planned to fly to and land at the uncontrolled Hawthorne Municipal Airport (HTH), Hawthorne, Nevada, before returning to the uncontrolled Fallon Municipal Airport (FLX).

The Federal Aviation Administration (FAA) did not report receiving any communications with the airplane during its en route cruise flight. The FAA coordinator reported that the airplane was observed landing at the Gasner Field, and thereafter the airplane departed the area. The first recorded radio communications with the airplane occurred as it approached Lake Tahoe for landing. At 1502, the pilot was issued a clearance to land on runway 18.

Thereafter, the pilot indicated to the controllers that he desired to perform additional takeoffs and landings. The pilot taxied back to runway 18, and at 1506, was issued a takeoff clearance. The airplane departed but remained in the traffic pattern.

At 1509, the pilot was again cleared to land. The pilot landed and taxied back for another takeoff. At 1514, the pilot was cleared for his second takeoff.

At 1516, the pilot was cleared to land, again on runway 18. After landing he taxied back for takeoff, and the Lake Tahoe controller directed the pilot to taxi into position on runway 18 and hold. The pilot acknowledged the clearance.

At 1523:16, the controller issued the following clearance to the pilot: "Cleared for takeoff left or right downwind departure approved." Seven seconds later, at 1523:23, the pilot stated ". . .roger thanks for your help." This was the last recorded voice communication from the pilot.

The controllers described the traffic conditions as light, and did not report observing anything unusual as the airplane took off for the third time and departed the area. The controllers did not recall the airplane's direction of flight. About 4:29 minutes later, at 1527:52, the brief transmission of an emergency locator transmitter (ELT) signal was recorded in the control tower.

Personnel and training information

Pilot-in-Command

Based upon entries contained in the pilot's flight training logbook, the pilot commenced primary flight training at Fallon on May 16, 1996. After receiving 20.1 hours of dual flight instruction, the pilot accomplished his first solo flight on July 22. The flight was performed in a Cessna 172. About 2 weeks later, on August 7, the pilot soloed in a Cessna 152. This flight, and the remainder of all the pilot's flights, were performed in the same Cessna 152, N64845.

Regarding cross-country flight training, the pilot's first dual cross-country flight was performed on August 27, during which he flew between Fallon and the Douglas County Airport (MEV), Minden, Nevada. The pilot's next cross-country flight occurred on September 17, and was flown between Fallon and Hawthorne. The pilot's final dual cross-country flight was performed on October 14, 1996, and was flown to Douglas and Hawthorne from Fallon.

Thereafter, between October 17 and November 27, the pilot performed a series of four solo cross-country flights with landings authorized by his CFI in Nevada at Fallon, Douglas, Hawthorne, and the Dixie Valley airports (elevation 3,963, 4,718, 4,215, and 3,443 feet mean sea level (msl), respectively). The CFI authorized landings in California at the Herlong and Bishop airports (elevation 4,055 and 4,120 feet msl, respectively).

A further review of the pilot's logbook and flight records indicates that the last four flights prior to the accident consisted of a dual lesson on January 7, 1997, and solo flights on January 21, February 6, and March 17. All flight instruction was provided by the same CFI. The CFI endorsed the student pilot's certificate for the fifth time on January 7, which was 89 days prior to the accident flight.

On April 4, 1997, the CFI wrote in his student's pilot logbook that he had reviewed the student's preflight planning, and he was prepared to make a solo cross-country flight from Fallon to the following airports: 201, TVL, and HTH (Gasner, Lake Tahoe, and Hawthorne, respectively.)

The Safety Board found no evidence indicating that the student had previously landed at Lake Tahoe, or that the CFI had provided his student with dual flight instruction regarding departure and climb out procedures from Lake Tahoe, a high density altitude airport partly surrounded by higher mountainous terrain.

Certified Flight Instructor

The FAA reported that the pilot's CFI holds a commercial pilot certificate with airplane single engine land, multiengine land, and instrument airplane ratings. The multiengine land rating is limited to flight only under visual flight rules (VFR).

On June 2, 1997, the CFI reported to the FAA that his total flight time was 7,000 hours. He had flown 400 hours during the previous 6 months.

The CFI's instructor certificate was originally issued in November 1985. On the accident date the CFI was privileged to instruct in single engine land airplanes and instruments.

Aircraft information

The airplane last received an annual inspection on October 23, 1996, at an airframe total time of 5,877 hours, and an engine total time of 990.5 hours. At the accident site the recording tachometer was found registering 5,979.7 hours, about 102.7 hours since its last inspection. No outstanding maintenance discrepancies were found in the maintenance records or logbooks.

Weight and balance records found in the airplane indicated that on December 6, 1990, the airplane's empty weight was revised. Its new empty weight was listed as 1,149.3 pounds, and the new useful load was 520.7 pounds.

Meteorological information

At 1447, Lake Tahoe reported its surface wind was from 180 degrees at 10 knots, and the temperature was 50 degrees Fahrenheit. About 1521, controllers reported that the wind was from 230 degrees at 5 knots, and the altimeter was 30.06 inHg. At 1547, Lake Tahoe reported its surface wind was from 220 degrees at 5 knots, and the temperature was 46 degrees Fahrenheit. The Safety Board estimated that the density altitude was approximately 6,700 feet.

Airport information

The following remarks are written for Lake Tahoe, elevation 6,264 feet msl, in the government publication entitled "Airport/Facility Directory Southwest U.S.:"

"Normal dep Rwy 18 is a wide left downwind dep, left crosswind turn should not be made until reaching the south arpt boundary and 7500'. If sufficient altitude is not reached after tkf for crosswind turn to a downwind departure with safety approximately 1.5 miles south is a golf course where you may circle to gain altitude; advise twr of intentions ... TPA--7500."

Upon request, t