# NTSB LAX99LA082: Cessna 172L, N7639G, Santa Paula, CA, January 26, 1999 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 25, 1999, 16:30 local (Jan 26, 1999, 00:30 UTC) - Place: Santa Paula, CA - Coordinates: 34.400432, -119.070777 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.4004&lon=-119.0708&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report November 30, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 45699 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX99LA082 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/45699/pdf - Page: https://openairdocs.org/ntsb/LAX99LA082 ## Probable cause The instructor pilot's misjudged altitude and speed, which resulted in a failure to attain the proper touchdown point causing an overrun and collision with a block wall. A factor was the wet runway, which may have hindered brake effectiveness. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Overrun, landing - roll - airport facilities,runway/landing area condition - wet (contributing factor) - airport facilities,runway/landing area condition - short runway/landing area - distance/speed - inadequate, pilot in command(cfi) (cause) - proper touchdown point - not attained, pilot in command(cfi) (cause) - On ground/water collision with object, landing - roll - object - wall/barricade ## Analysis Basic instrument flight maneuvers were practiced on the dual instrument instructional flight. The pilot under instruction was given a series of headings, altitudes, and airspeeds to fly. These vectors terminated in the airport traffic pattern and when the pilot under instruction removed his vision restricting device, the airplane was on final approach close to the runway and left of centerline. The pilot under instruction stated that he would have gone around if he were alone and stated this to the instructor. The instructor then took control of the airplane and a landing was attempted. Witnesses said the touchdown was approximately halfway down the wet 2,650 foot-long-runway. The pilots said they felt there was no apparent braking, especially from the right brake. The airplane departed the runway, traveled through a muddy overrun area, then back onto a taxiway and into a block wall. Two skid marks were evident before and after the overrun area. The brakes were functionally checked after the accident with no discrepancies found. ## Factual narrative On January 25, 1999, about 1630 hours Pacific standard time, a Cessna 172L, N7639G, collided with a block wall during a landing overrun at the Santa Paula, California, airport. The rented airplane was being operated by the Oxnard Flying Club under the provisions of 14 CFR Part 91 and sustained substantial damage. The private pilot undergoing instrument training and the certified flight instructor were not injured. The airplane departed Oxnard, California, about 1600 for a local area dual instructional flight. Visual meteorological conditions prevailed and no flight plan was filed. After departure from Oxnard, basic instrument flight maneuvers were practiced. The private pilot was instructed to fly a series of headings, altitudes, and airspeeds. These vectors terminated as the airplane arrived at the Santa Paula airport. The instructor stated the pilot removed the restrictive visibility glasses on the downwind leg for runway 22. He also said the landing was good but the brakes did not seem to hold. The instructor applied brakes, but felt no right pedal pressure. He attempted to skid the airplane from the end of the runway to avoid collision with a wall, but was unsuccessful. The pilot stated he heard what he thought was rain striking the airplane after the instructor called the Santa Paula CTAF on the radio. He said that when he was told to remove the vision restrictive glasses they were on final approach for runway 22. He said their position was close to the runway and they were high and to the left of centerline. He said that if he were alone, he would have gone around for another attempt, and he verbalized this desire to the instructor. He said the instructor responded verbally that they had plenty of room to land, and the instructor then took physical control of the airplane. The pilot stated they began a descending right turn to the runway and touched down approximately halfway down the runway on centerline. He said water was on the runway, and he could tell from action on the rudder pedals that the instructor was applying brakes. There was no apparent braking and the airplane departed the runway. It continued through a muddy overrun area, back onto a taxiway, and then it contacted a block wall. The airplane was secured and subsequently pushed to a maintenance facility. Witness statements in the Santa Paula Airport Association incident record notes that the airplane landed after the halfway point of the 2,650-foot-long runway, and witnesses thought the power was not all of the way off. The narrative section also notes two skid marks were evident before and after the overrun area. The Santa Paula Police Department report notes the private pilot said he touched down on the runway and began to slow down. However, he could not come to a complete stop and turn safely prior to reaching the end of the runway. The instructor stated they possibly misjudged the amount of distance remaining and braking power. He also said they might have hit water, causing them to slide. The annual inspection record for the aircraft dated August 30, 1998, indicated four brake pads and the right main tire were replaced, 163 hours prior to the accident. After the mishap a Federal Aviation Administration inspector examined the brake system. The inspector applied pressure to the brake pedals. Both pedals were firm and two men could not move the airplane. ## Aircraft - Registration: [N7639G](https://openairdocs.org/deregistered/N7639G-2013-08-20), registration cancelled 2013-08-20, S/N 17259339, built 1970 (OpenAirDocs) - Reported make and model: Cessna 172L - Registry model: [Cessna 172L](https://openairdocs.org/model/cessna-172l) (registry code 2072432) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17259339 - Airframe hours: 8240 - Engines: Lycoming O-320-E2D 160 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Oxnard Aero Flying Club Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 30, 1998, 163 hours before - Departed: OXR, OXNARD, CA - Destination: SZP - Airport: SZP, Santa Paula, runway 22, 2,650 × 40 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 64; flight instructor, airline transport, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--no waivers/lim.; seat: right; flight hours: 30,000 total, 700 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 10 knots - Visibility: 40 statute miles - Lowest ceiling: none - Temperature: 54 °F, dew point 41 °F - Altimeter: 29.00 inHg - Observed at: CMA, 8 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19990125013609A](https://openairdocs.org/incident/19990125013609A), Jan 25, 1999: Cessna 172L, Santa Paula, CA, Substantial damage. (.19)On January 25, 1999, about 1630 hours pacific standard time, a Cessna 172, N7639G, sustained substanial damage while landing at the Santa Paula,… 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. --- 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.