The NTSB has published
a preliminary report (attached below) on the fatal A36 accident
that claimed the life of former “Press Your Luck” game
show host Peter Tomarken and his wife, Kathleen Tomarken. The two
were enroute to conduct an Angel Flight mission when their aircraft
went down off the Santa Monica coast.
NTSB Identification: LAX06FA129
14 CFR Part 91: General Aviation
Accident occurred Monday, March 13, 2006 in Santa Monica, CA
Aircraft: Beech A36, registration: N16JR
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may
contain errors. Any errors in this report will be corrected when
the final report has been completed.
On March 13, 2006, at 0943 Pacific standard time, a Beech A36,
N16JR, ditched in the Pacific ocean following a loss of engine
power during departure from Santa Monica Municipal Airport, Santa
Monica, California. The instrument rated private pilot, who was
also the registered owner of the airplane, was operating it under
the provisions of 14 CFR Part 91. The pilot and one passenger
sustained fatal injuries; a third occupant listed on the instrument
flight plan was not located. The airplane sustained substantial
damage. The flight was destined for Brown Field Municipal Airport,
San Diego, California, to pickup a passenger and then return to
Santa Monica later that day. Visual meteorological conditions
prevailed and an instrument flight plan was in effect.
The airplane impacted
the water off Santa Monica beach approximately 2.5 statues miles
west-southwest of the Santa Monica airport, and about 250 yards
offshore. It was submerged in 20 feet of water. The pilot and one
occupant were recovered from the airplane. Searches for the third
occupant continued but were unsuccessful. Acquaintances of the
pilot were unaware of who the third person would have been, and at
the time of this report, there was no additional information of a
third person onboard of the airplane.
According to Angel Flight personnel, the pilot had volunteered
his time and airplane services to assist in the transport of a
medical patient from San Diego to the Los Angeles area. The pilot
was on the initial leg of the trip to pickup the patient when the
accident occurred.
A lifeguard reported that he was 1 mile north of the airplane
when he saw the airplane at 400 feet above water level. It appeared
to be lower than normal and continuing on a 30- to 40-degree
descent toward the ocean. The flight path of the airplane was
toward Santa Monica airport from the southwest to the northeast. As
the airplane touched down on the water, there was a large splash.
The lifeguard stated that the pilot appeared to be flying the
airplane, and that from the time he first noticed the airplane
until it impacted water was approximately 5 seconds.
The wreckage was examined on March 15, 2006. The National
Transportation Safety Board investigator, three Federal Aviation
Administration inspectors, and representatives from Raytheon
Aircraft Company and Teledyne Continental Motors (all parties to
the investigation), were present.
The airplane was equipped with six seats; two front seats, two
middle seats, and two rear seats. Each seat was equipped with a lap
belt; however, no shoulder harnesses were installed.
The six cylinder Teledyne Continental IO-520-BA engine was
examined. Both magnetos were severed from their attachment flanges
and were resting on the top of the engine case. The case had a hole
that stretched between the top cylinder base nuts of cylinders 1
and 2. The hole was approximately 8 inches across and 6 inches at
its widest section fore and aft.
The number 2 cylinder connecting rod was visible through the
hole and portions of it and the connecting rod cap were fractured
from the rod end. A 2.5-inch portion of the connecting rod from the
crankshaft end contained the top portion of an attachment bolt and
was located loose within the engine, just below the connecting rod.
Two sections of bearing were peened and bent; one was located
within the engine case and one was located on the outside of the
engine, between cylinders number 1 and 3. A threaded shank,
fractured from the cap bolt head, was also located between
cylinders number 1 and 3, as well as a fractured and deformed
portion of a castellated nut. A 1.25-inch section of rod cap was
also found between the two cylinders. The other castellated nut was
located between cylinders number 1 and 3, outside of the engine. It
was fractured at one end and twisted.
The oil pan was removed
and investigators noted sand in the pan. The sand was strained
through a sieve and a 2.0-inch section of rod cap and both a bolt
head and a threaded shank were identified. A 0.25-inch piece of
castellated nut was also identified. Following the removal of the
oil pan, investigators noted a hole in the bottom of the engine
case, in alignment with the number 2 cylinder connecting rod above.
The number 2 cylinder connecting rod was still attached to the
piston by the piston pin. Upon initial examination, there were no
signs of heat distress on the connecting rod and rod cap pieces or
upon borescope inspection of the engine through the damaged case
hole.
The County of Los Angeles Fire Department Underwater Operations
personnel reported the following weather conditions at the time of
the accident: 1- to 2-foot waves; swell out of the south; wind from
the west at 5 knots; surface rippled; water temperature 54 degrees
Fahrenheit.
At 0951, an aviation routine weather report (METAR) at Santa
Monica was reporting the following weather conditions: wind
variable at 4 knots; surface visibility 10 statute miles; sky
conditions clear; temperature 55 degrees Fahrenheit; dew point 35
degrees Fahrenheit; altimeter 30.27 inches of Mercury.