Friday, June 03, 2022

GoJump Oceanside: Cessna 208B Supervan 900, N7581F and Cessna 208B Grand Caravan, N10JA

Federal Aviation Administration / Flight Standards District Office; San Diego, California 

Aircraft crashed under unknown circumstances.

Cessna 208B Supervan 900, N7581F: Fatal accident occurred June 03, 2022 near Oceanside Municipal Airport (KOKB), San Diego County, California

Registered Owner: Desert Sand Aircraft Leasing Company Inc

Operator: GoJump Oceanside Inc

Date: 03-JUN-22
Time: 20:47:00Z
Regis#: N7581F
Aircraft Make: CESSNA
Aircraft Model: 208
Event Type: ACCIDENT
Highest Injury: FATAL
Total Fatal: 1
Flight Crew: 1 fatal
Pax: 1 serious injuries
Flight Phase: APPROACH (APR)
Operation: 91
Aircraft Missing: No
Those who may have information that might be relevant to the National Transportation Safety Board (NTSB) investigation may contact them by email, and any friends and family who want to contact investigators about the accident should email You can also call the NTSB Response Operations Center at 844-373-9922 or 202-314-6290.

A woman died and a man was injured after a small plane crashed just short of reaching the Oceanside Municipal Airport, the Oceanside Police Department (OPD) confirmed.

The crash was reported at around 1:50 p.m. east of New Foussat Road when a Cessna 208B tried to land at the nearby airport, the Federal Aviation Administration (FAA) said.

The plane landed in a nosedive position in a dirt field. The Oceanside Fire Department arrived at the scene and found two people trapped inside and in critical condition, said Justin Klopfenstein with Oceanside Fire. They were able to extricate both passengers and both were taken to local hospitals.

The occupants are described as a man and a woman and both were certified pilots, but it's unsure who was piloting the aircraft.

It was later confirmed to NBC 7 that the woman died at the hospital.

The cause of the crash is under investigation.

The aircraft was reported to be from GoJump America, a skydiving company. GoJump America later confirmed to NBC 7 that they leased the aircraft for skydiving operations and that none of their pilots were flying at the time of the crash.

"Our thoughts and prayers are with the family of the pilot who has passed away. All of us in GoJump are very saddened by what has happened," they said in a statement.

The National Transportation Safety Board and the FAA will conduct an investigation into the crash.

Cessna 208B Grand Caravan, N10JA: Accident occurred February 24, 2022 near Oceanside Municipal Airport (KOKB), San Diego County, California

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. 

The National Transportation Safety Board did not travel to the scene of this accident. 

Additional Participating Entities: Federal Aviation Administration / Flight Standards District Office; San Diego, California
Hartzell Propellers; Piqua, Ohio
Textron Aviation; Wichita, Kansas
Texas Turbine Conversions; Texas
Honeywell Aerospace; Phoenix, Arizona

Registered Owner:  GoSky America 5 Inc

Operator:  GoJump Oceanside

Location: Oceanside, California 
Accident Number: WPR22LA114
Date and Time: February 24, 2022, 12:45 Local
Registration: N10JA
Aircraft: Cessna 208B 
Injuries: 2 Serious
Flight Conducted Under: Part 91: General aviation - Skydiving

On February 24, 2022, at 1245 Pacific standard time, a Cessna C208B Supervan 900 airplane, N10JA, was substantially damaged when it was involved in an accident in Oceanside, California. The pilot and passenger were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 skydiving flight.

The pilot stated that the passenger, who is also a pilot, had planned to observe the skydiving operation over the course of the day. Earlier in the day, the pilot had conducted three flights to drop off skydivers at an altitude of about 13,000 feet mean sea level (msl). On the fourth flight, the airplane departed runway 25 and made a gradual climb to 12,700 ft msl. The skydivers departed the airplane, and the pilot initiated a steep, turning descent in excess of 6,400 ft per min (fpm). The pilot stated that he set the power to idle and recalled the torque gauge indicated 0%. When the airplane was on the base leg of the traffic pattern to runway 25, at an altitude of about 4,000 ft msl, the pilot attempted to arrest the descent by adding power (see picture 1 below). 

The pilot further stated that despite his attempts to add power, his movement of the power lever was unresponsive, and the engine thrust did not increase. He moved the propeller speed lever, which was also unresponsive. The pilot presumed the engine had flamed-out and attempted to restart it. With the propeller still windmilling, he switched the ignition to “continuous” and turned the boost-pump on. He observed the torque gauge increase from 0% to 20%, but the power lever was still unresponsive. He added full nose-up elevator trim and the control yoke was full aft, against the stop. Even with the full elevator inputs, the airplane could not maintain a level attitude. The airplane collided with terrain in a nose-low attitude about 1,400 ft short of the runway (see picture 2 below). The pilot did not feather the propeller during the flight. 

The passenger stated that before the flight, the pilot explained various flight sequences that are done for skydiving operations. The pilot said that he will occasionally use a beta setting in-flight as a means to perform a rapid descent. During the accident flight, the pilot told the passenger that he would use beta to descend and “race the skydivers to the ground.” After the skydivers departed, the pilot began a steep descent and retarded the power lever to beta mode. The passenger noted that fuel gauges indicated empty, and a low fuel light was illuminated, both of which he relayed to the pilot. The pilot responded by saying that the gauges were inaccurate. Shortly thereafter, while on the base leg of the traffic pattern, the pilot stated that he was going to make a right turn without using any rudder.

The passenger further stated that the pilot initiated a steep right bank followed by a steep left bank. He recalled that the turns were all uncoordinated and the auxiliary fuel pump light was illuminated. The pilot began to move the power and propeller speed levers and then stated that they “lost the engine.” The airplane impacted terrain in a nose-low attitude. The passenger took several videos of the flights from his cell phone. The video from the accident flight showed that the fuel gauges were at empty, the propeller RPM was about 65% and the oil temperature and pressure were in the green arcs.

The Federal Aviation Administration (FAA) inspectors that responded to the accident stated that the fuel tanks remained intact with no apparent perforations. Recovery personnel drained about 20 gallons of fuel from the airplane, all of which was in the right wing (the airplane came to rest in a right-wing low attitude). The airplane was recovered for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N10JA
Model/Series: 208B Supervan
Aircraft Category: Airplane
Amateur Built:
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC 
Condition of Light: Day
Observation Facility, Elevation: KOKB, 28 ft msl
Observation Time: 12:52 Local
Distance from Accident Site: 0 Nautical Miles
Temperature/Dew Point: 16°C /-3°C
Lowest Cloud Condition: Clear 
Wind Speed/Gusts, Direction: 11 knots / , 260°
Lowest Ceiling: None 
Visibility: 10 miles
Altimeter Setting: 30.22 inches Hg
Type of Flight Plan Filed: None
Departure Point: Oceanside, CA 
Destination: Oceanside, CA

Wreckage and Impact Information

Crew Injuries: 1 Serious  
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious 
Aircraft Fire: None
Ground Injuries:
Aircraft Explosion: None
Total Injuries: 2 Serious 
Latitude, Longitude:  33.220357,-117.34318 (est)

U.S. Marine Corps Sgt. Morgan Vohs, who is stationed at Camp Pendleton and lives in Fallbrook, is one of two good Samaritans who rendered first aid to two plane crash victims in Oceanside on February 24, 2022.

February 24, 2022

February 24, 2022

OCEANSIDE, California — A U.S. Marine was on his way home from Camp Pendleton Thursday when he saw a small plane crash in Oceanside, prompting him to pull over, sprint across the highway and find a way to help.

The Cessna 208B Grand Caravan with the skydiving company GoJump, went down a few hundred feet short of the runway at Oceanside Municipal Airport around 1 p.m., according to police.

Authorities haven’t said what caused the plane to crash, but it came to a rest with its nose on the ground and its tail in the air. The propeller on the front of the aircraft was destroyed and two people inside the plane were hospitalized.

Sgt. Morgan Vohs, an open water safety coxswain who’s based at Camp Pendleton, saw the aircraft go down near the airstrip as he drove home on state Route 76.

“As soon as it hit, I just immediately pulled over and jumped the 76 and ran over to the crash,” Vohs said, in an interview released by the USMC.

The sergeant went streaking across the lanes and reached the crash before first responders, officials said. He was able to provide first-aid and helped keep the pilots calm while they waited for paramedics to arrive.

“Looking back, Vohs said he did what anyone else would do in that situation,” a USMC spokesperson wrote in a news release.

“Every Marine goes through it in boot camp. It’s called CLS, Combat Life Saving,” Vohs said. “Every Marine knows the basics of medical training. It’s just second nature.”

Officials had not provided an update on the two injured pilots as of late Friday morning. On Thursday, Oceanside police said one of the men had “critical” injuries while the other was in “moderate condition.”

The crash remains under investigation by the National Transportation Safety Board.

GoJump, which has locations in Las Vegas and San Diego County according to its website, was founded in Oceanside and has an office located at the airstrip. An airport spokesperson told FOX 5 that the pilots were returning from a skydiving trip at the time the plane went down.


  1. The skydive outfit in our town does screaming descents, from greater than 10K AGL, it's apparently a "thing" in the culture. You get accustomed to hearing them passing over your home like that and it's always the jump plane on AdsbExchange at your location when the stuka dive sound track is heard. Right up close to 250 knots as they level off around 1000 AGL to set up long final. Doppler effect makes it even more pronounced.

    No big deal if you are a homeowner who is also an aviation enthusiast, but the obvious public bias and pushback generated from hearing screaming descents is needlessly drawing negative attention to operators. No crash in our town yet, but using beta in flight? Really?

    1. I used to fly jumpers and yes we do come down fast. One of the planes I flew had speed brakes and I could descend from 12,500 ft. to wheels touching down in 2 and a half minutes. Time is money. But safety was number one and we never had an incident.

    2. I have video of a King Air C90 doing a wingover dive with props in beta to act as speed brakes. It was a fun maneuver being a pilot observer from the right seat while my non-pilot friends all jumped out the back (nope, I will never skydive unless I have to in an aircraft requiring a parachute).

    3. Safety third, don't kid yourself. Mike Rowe knows the truth!

  2. Back in the 80's, we did annual inspections on a C-182 jump plane. One year I found the flap tracks pulled out of the spars on both sides. I guess their standard procedure was to drop full flaps at speed/altitude to get back down quicker.

  3. My shop maintained a C-207 jump plane and it was always a mess, dents, broken side windows from static lines banging on the side.

  4. FYI: Maximum placarded Never Exceed Speed (Vne) on a Cessna Caravan is 175 KIAS.

  5. As a drop zone pilot I can attest the planes are overused and exploited to the max. Both 182's I flew in a drop zone later crashed with fatalities and it was my first CPL pilot experience where I witnessed how cuthroat and razor sharp margins are and as a result taking chances was part of the business too.
    Here I suspect a hard landing/inexperience as even an engine failure could be easily managed from a high altitude. The goal of a plane in a drop zone is mostly be an elevator ride after all. Probably a rookie at the controls being coached who messed up.
    In the case of the first deadly crash I mention above, the dropzone owner hired a newbie CPL with 250 hrs and was satisfied after a couple of ride alongs. He experienced an engine failure on takeoff and failed to push the nose down. The second crash killed the drop zone owner on a repo flight. I suspect maintenance issues in both cases.

  6. Not mentioned is whether the pilots tried the Emergency Power Lever? The Pratt and Whitney PT6 Turbine engine is equipped with Emergency Power Lever in order to restore power if a loss of suction results in a loss of power. In the event of a loss of suction, the torque indications will fall back. Caravans are placarded against prolonged slips with low fuel. A Caravan is a "jet-prop," fueled with Jet -A kerosene not a reciprocating, gasoline engine. Sounds like poor training, failure to know checklist, emergency procedures, and limitations.

  7. It was a Supervan 900 conversion with a Honeywell TPE331 engine. No emergency power lever, but what the heck, we’re all just armchair quarterbacks here anyway.

  8. A Supervan Vne of 198KIAS still doesn't equal 250KIAS. What is the take-away here? Uncoordinated "no rudder" turns are still slips. Low fuel lights means fuel flow starvation imminent. Probably the same Cessna Caravan fuel system. Seems like parachute operation always find a way to break any aircraft. Laws of aerodynamics still apply. Second crash by same operation in the same area in less than a year. Good luck finding insurance.

  9. Well, then in the spirit of the conversation and while we’re making anonymous corrections to anonymous posts. Caravans are Turboprops (not “Jet Props”), the emergency power lever on a Pratt is in case of an FCU failure (not sure it would do anything for a “lack of suction”), Vne in a Supervan is still just 175kts (you know, being the same airframe and all) and although it’s definitely poor practice to make uncoordinated turns with low fuel it is in fact not placarded anywhere in the cockpit by either Cessna or Texas Turbines.

    …Just sayin’

  10. Does anybody know what happened here? How did they come up short of the runway and die?

  11. The "Supervan" conversion swaps the PT-6 for a TPE331, which is completely different and presumably has different in-flight restart procedures. Lots of possibilities, but fuel starvation is the usual reason for losing power in a turbine.


    "Currently building hours to reach my ultimate goal of flying for Horizon Airlines. I am passionate about any position along the way. Every position has served a purpose in shaping my aviation experience. I am incredibly grateful to everyone who has participated in this journey with me and I look forward to growing that network and eventually being in a position to help others."

  13. I’m pretty sure that using beta in flight is a no-no on the TPE331. Anything below flight idle requires lifting the power lever over the gate toward reverse. From there a bump or ham handedness could easily hit reverse and seriously mess with the engine’s torque indication.

  14. In the June 3rd N7581F accident descent, a 360° turn was added after rapidly getting down to 2100' MSL, exiting the 360 at 1100' MSL, 1.9 statute miles from the wreckage site. Local altimeter 29.85 allows simple interpretation of 29.92-referenced ADS-B altitudes and the RW25 (elevation 28' MSL) approach was being made with 23008KT headwind on the field:

    KOKB 032052Z AUTO 23008KT 210V270 8SM CLR 21/13 A2985
    KOKB 031952Z AUTO 28008KT 8SM CLR 21/13 A2986

    Adsbexchange track, zoomed in to last captured data:

    Video comparison shows that N7581F came to a stop just to the right of the four post billboard in this photo, with the runway visible in the background:

    ADS-B data, from 360 exit to last data point 800' from wreckage:
    Time / MSL / GS / Vert Baro Rate
    20:46:14 1100 100 -576 ft/min
    20:46:16 1000 101 -512 ft/min
    20:46:20 1000 103 -1024 ft/min
    20:46:22 900 108 -896 ft/min
    20:46:28 900 112 -896 ft/min
    20:46:31 800 115 -768 ft/min
    20:46:38 800 110 -512 ft/min
    20:46:40 700 103 -512 ft/min
    20:46:42 700 95 -960 ft/min
    20:46:44 700 88 -960 ft/min
    20:46:45 700 85 -960 ft/min
    20:46:46 600 80 -1344 ft/min
    20:46:49 600 83 -1344 ft/min
    20:46:50 600 87 -1344 ft/min
    20:46:51 600 89 -1344 ft/min
    20:46:52 500 92 -1088 ft/min
    20:46:56 500 89 -320 ft/min
    20:46:59 500 84 -256 ft/min
    20:47:00 500 78 -256 ft/min
    20:47:01 400 74 -256 ft/min
    20:47:07 300 70 -1024 ft/min
    20:47:10 300 68 -1024 ft/min (<--- Data point is 800' from wreckage)

    Adding 8 Knots wind to ground speeds makes airspeed 76 knots at the data point located 2500 feet before the RW25 threshold and 800 feet before the wreckage location, which is about 300 feet off to the right from the 252° heading they were on.

    Need some insight from TPE331 pilots on understanding this data. Could it be that fuel flow at flight idle was under spec?

  15. Yes, skydiving operations can be harrowing. We had a 208 at our drop zone in the ‘80’s, and it crashed the next weekend in Georgia claiming 17 including the owner/operator.

    1. Sky divers are dare devils and have the mentality of a sheer-faced rock climber that camps and sleeps in a tiny hammock pegged into the side of a rock face 1,000 feet above the ground. Never understood that mindset.