NTSB Report Says Tesla Was Accelerating at Time of Fatal Mountain View Crash

Steph Willems
by Steph Willems
ntsb report says tesla was accelerating at time of fatal mountain view crash

The March 23rd death of a Tesla Model X driver in Mountain View, California prompted the National Transportation Safety Board to probe why the vehicle, driving in Autopilot mode, left its lane and collided with a concrete lane barrier on a clear day. The impact killed 38-year-old Walter Huang, an Apple engineer.

In the wake of the crash, the safety agency booted Tesla from the investigation after the automaker released details relating to the vehicle’s (and victim’s) actions in the moments leading to the crash. We now have the NTSB’s preliminary report on what happened before, during, and after the collision.

As we detailed at the time, Huang’s Tesla was travelling southbound on US-101 in the high-occupancy vehicle (HOV) lane, approaching the State Highway 85 interchange. The exit lane was to Huang’s left approaching the split, and a paved gore area opens up between the two lanes as the SH-85 ramp branches off. According to the NTSB, Huang’s cruise control was set at 75 mph on the 65 mph roadway, with Autopilot functions (traffic-aware cruise control and autosteer lane-keeping) turned on four separate times during the 32-minute trip.

Autopilot was engaged for the last 18 minutes, 55 seconds of the journey.

“As the Tesla approached the paved gore area dividing the main travel lanes of US-101 from the SH-85 exit ramp, it moved to the left and entered the gore area,” the preliminary report states. “The Tesla continued traveling through the gore area and struck a previously damaged crash attenuator at a speed of about 71 mph.”

Here’s the NTSB’s breakdown of what occured before impact:

  • The Autopilot system was engaged on four separate occasions during the 32-minute trip, including a continuous operation for the last 18 minutes 55 seconds prior to the crash.
  • During the 18-minute 55-second segment, the vehicle provided two visual alerts and one auditory alert for the driver to place his hands on the steering wheel. These alerts were made more than 15 minutes prior to the crash.
  • During the 60 seconds prior to the crash, the driver’s hands were detected on the steering wheel on three separate occasions, for a total of 34 seconds; for the last 6 seconds prior to the crash, the vehicle did not detect the driver’s hands on the steering wheel.
  • At 8 seconds prior to the crash, the Tesla was following a lead vehicle and was traveling about 65 mph.
  • At 7 seconds prior to the crash, the Tesla began a left steering movement while following a lead vehicle.
  • At 4 seconds prior to the crash, the Tesla was no longer following a lead vehicle.
  • At 3 seconds prior to the crash and up to the time of impact with the crash attenuator, the Tesla’s speed increased from 62 to 70.8 mph, with no precrash braking or evasive steering movement detected.

The NTSB’s finding that Huang did not have his hands on the wheel for the final six seconds jibes with what Tesla released shortly after the crash. The same goes for the audio and visual warnings.

As this is just a preliminary report, the NTSB isn’t saying why the Tesla’s autosteer moved the vehicle from the HOV lane, where it had slowed to match the speed of the lead vehicle. There’s video evidence, posted to YouTube from another Tesla driver, that suggests the poor condition of the solid white line separating the HOV lane from the gore area may have confused the vehicle’s lane-keeping system.

Once the Tesla moved into the gore area and away from the leading vehicle, it seems the vehicle’s traffic-aware cruise control attempted to accelerate the vehicle back up to its preset speed.

While bystanders removed Huang from the wreckage before his vehicle was consumed by flames, the car’s lithium-ion battery proved troublesome for firefighters long after the initial blaze was doused. Such batteries are highly volatile when breached, and extinguishing them often proves difficult.

Per the NTSB report, “Around 4:30 p.m. that afternoon, at the impound lot, the Tesla battery emanated smoke and audible venting. The battery was monitored with a thermal imaging camera, but no active fire operations were conducted. On March 28, 5 days after the crash, the battery reignited. The San Mateo Fire Department responded and extinguished the fire.”

That’s all we have to go on for now. “All aspects of the crash remain under investigation as the NTSB determines the probable cause,” the agency wrote, “with the intent of issuing safety recommendations to prevent similar crashes.​”

[Image: Screencap, KGO-TV]

Comments
Join the conversation
2 of 42 comments
  • Master Baiter Master Baiter on Jun 08, 2018

    I would never let a computer take control of my steering wheel at 60+ MPH near these types of hazards.

  • Carroll Prescott Carroll Prescott on Jun 11, 2018

    An automaker who cannot build quality products in a timely fashion and within two years of its launch goals being announced should be the LAST company you should trust with your life. Evidently they cannot even release a vehicle that can stop much better than a 1950's Nash. The problem may be with Tesla, but their self-important owners are thankfully being culled because they know better than anyone else. I don't see a problem. If Tesla kills its stupid buying base, pretty soon no one will be left to buy one of their disasters.

  • 3SpeedAutomatic Auto insurance renewal every six months. Ten year old car, good driving record, own my own home, excellent credit score, no teenagers on the policy, etc, etc, etc.Yet, I pay thru the nose!!!!!Adds on the morning news brag about $500k settlements.I paid less when I lived in New York State.
  • Jim Bonham Full EVs are not for everyone, they cannot meet all needs. Hybrids do a much better job of providing the benefits of EVs without most of the drawbacks. I have a hybrid sedan with plenty of room, plus all the bells and whistles. It has 360 hp, AWD, does 0-60 in just over 5 sec.(the instant torque is a real benefit), and I get 29 mpg, average. NOT driven lightly. I bought it used for $25k.Sure, it's a little heavier because of the battery, motor, etc., but not nearly as much as a full EV. The battery is smaller/lighter/cheaper and both the alternator and starter motor are eliminated since the motor assumes those functions. It's cool to watch the charge guage show I'm getting energy back when coasting and/or braking. It's even cooler to drive around part of the time on battery only. It really comes in handy in traffic since the engine turns off and you don't waste fuel idling. With the adaptive cruise control you just let the car slowly inch along by itself.I only wish it were a Plug-in Hybrid (PHEV). Then, I'd have A LOT more EV-only range, along with even more of that instant torque. The battery would be bigger, but still a fraction of the size of a full EV. I could easily go weeks without using much, if any gas (depending upon my commute) IF I plug it in every night. But I don't have to. The gas engine will charge the battery whenever it's needed.It's just not as efficient a way to do it.Electric companies offer special rates for both EVs and PHEVs which lower your operating cost compared to gasoline. They'll even give you a rebate to offset the cost of installing a home charger. You can still get federal (up to $7,500, plus some state) tax credits for PHEVs.What's not to like? My next daily driver will be a PHEV of some kind. Probably a performance-oriented one like the new Dodge Hornet or one of the German Hybrid SUVs. All the benefits, sound, feel, etc., of a gas vehicle along with some electric assist to improve fuel economy, performance, and drivability. None of the inherent EV issues of cost, range anxiety, long charging times, poor charger availability, grid capacity issues, etc. I think most people will eventually catch on to this and go PHEV instead of going full EV. Synthetic, carbon-neutral eFuels, hydrogen engines, and other things will also prevent full EVs from being 100% of the fleet, regardless of what the politicians say. PHEVs can be as "clean" (overall) as full EVs with the right fuels. They're also cheaper, and far more practical, for most people. They can do it all, EVs can't.
  • Ron rufo there is in WaSHINGTON STATE
  • ToolGuy @Chris, your photography rocks.
  • ToolGuy No War for Oli.If you have not ever held a piece of structural honeycomb (composite sandwich) in your own hands, try it.
Next