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.

FMI: www.ntsb.gov