NTSB Factual Report

HISTORY OF FLIGHT

On March 10, 2003, at 1606 Pacific standard time, a Beech 3NM, N14437, collided with terrain during the approach to landing at Lake Riverside Airport near Anza, California. The owner was operating the airplane under the provisions of 14 CFR Part 91. The private pilot and two passengers sustained fatal injuries; the airplane was destroyed. The personal cross-country flight departed Rubidoux (Flabob) Airport, Riverside, California, at an undetermined time en route to Lake Riverside. Visual meteorological conditions prevailed, and no flight plan had been filed. The primary wreckage was at 33 degrees 31.016 minutes north latitude and 116 degrees 46.887 minutes west longitude.

A witness was riding his horse; he was near the southeast corner of the runway. He heard the airplane coming and stopped to observe it. The airplane approached the airport from the north and circled the airport in a counterclockwise orbit. It turned south (left) after crossing the departure end of runway 28,and flew parallel to the south side of the runway. During this turn, he observed the landing gear come down. After it passed over his position, it turned left. Throughout this sequence the engines sounded steady and smooth. It remained in the left turn, and then appeared to cross the extended centerline of the runway. Then the left turn increased sharply so that the wings were about 90 degrees to the horizon. The nose of the airplane dropped abruptly to a nearly vertical position. He heard the engines sounds change like they were popping or stalling. The airplane maintained the nose low attitude until it hit the ground and burst into flames.

PERSONNEL INFORMATION

The Riverside County Sheriff/Coroner determined the positions of the victims in the airplane.

Left Seat Occupant

A review of Federal Aviation Administration (FAA) airman records revealed that the pilot in the front left seat held a private pilot certificate with ratings for airplane single engine land and instrument airplane. He held a mechanic certificate with ratings for airframe and powerplant.

The pilot held a third-class medical certificate issued on January 6, 2001. It had the limitations that the pilot must wear lenses for distant vision and possess glasses for near vision.

No personal flight records were located for the pilot and the aeronautical experience listed in this report was obtained from a review of the airman's FAA medical records on file in the Airman and Medical Records Center located in Oklahoma City, Oklahoma. These records indicated a total time of 5,530 hours with 280 hours logged in the 6 months prior to the last application for medical certificate.

Right Seat Occupant

The right seat occupant did not hold a pilot's certificate. He held a mechanic certificate with ratings for airframe and powerplant.

AIRCRAFT INFORMATION

The airplane was a Beech 3NM, serial number CA202. No logbooks were recovered for the airframe or engines.

The left engine was a Pratt & Whitney R-985-AN-14B engine, manufacturer's number 13246.

The right engine was a Pratt & Whitney R-985-AN-235 engine, manufacturer's number 19288.

AIRPORT INFORMATION

Runway 28 was 3,500 feet long and 100 feet wide; the elevation was 3,410 feet.

WRECKAGE AND IMPACT INFORMATION

Investigators from the National Transportation Safety Board and the FAA examined the wreckage at the accident scene.

The principle impact crater was about 19 feet wide, 4 feet long, and 1 foot deep. The fuselage came to rest on a magnetic bearing of 208 degrees. The approach end of runway 28 was about 0.4 mile at 279 degrees from the wreckage. The wreckage came to rest with the right wing tip about 5 feet from the far right edge of the ground scar, and the left wing was about 40 feet from the far left edge of the ground scar.

Fire consumed the cabin, inboard half of both wings, the engine nacelles, and portions of the fabric on the empennage. The left side of the empennage sustained more thermal damage than the right side. Both of the front lap belts remained buckled, but fire consumed the webbing. The wings exhibited aft leading edge crushing beginning outboard of the nacelles. The crush damage was further aft at the wingtips than it was at the nacelles.

All three landing gear were down.

The left aileron cable was connected to the control column rod end. It separated at the junction of the wing and the cabin in a broomstraw pattern. It was attached at the bellcrank and both ends of the control rod. The right aileron control cable remained attached to the control surface. The IIC traced the cable to the deformed cabin area. The IIC established continuity for the elevator and rudder.

The left aileron partially separated. The right aileron remained attached. The empennage was charred.

MEDICAL AND PATHOLOGICAL INFORMATION

The Riverside County Coroner completed an autopsy. The FAA Toxicology and Accident Research Laboratory performed toxicological testing of specimens of the pilot. Analysis of the specimens for the pilot contained no findings for volatiles or tested drugs. They did not perform tests for carbon monoxide or cyanide.

TESTS AND RESEARCH

Investigators examined the wreckage at Eastman Aircraft, Corona, California, on March 26, 2003.

Left Engine

Investigators slung the engine from a hoist. Several cylinders sustained mechanical damage. It would only rotate about 10 degrees; the gears in the back of the engine turned simultaneously. The engine sustained thermal damage.

The IIC removed the front spark plugs. All of the gaps were similar except for cylinder no. 7, which was smaller than the others and contained debris. The electrode for cylinder no. 8 was bent. The rest of the electrodes were circular and gray.

The exhaust system was bent, crushed, and dented, but it did not crack.

The magnetos melted.

The IIC removed the cylinders and examined the interior of the engine. All of the connecting rods were attached to the crankshaft. There were no holes in the case, or rub marks inside the engine. There was no mechanical damage inside the cylinder barrels, piston heads, or to the valves.

Left Propeller

One blade bent aft about 30 degrees beginning about 1 foot from the hub. It exhibited chordwise striations.

The second blade bent aft about 30 degrees beginning about 1 foot from the hub. The outboard 1 1/2 feet of the blade was missing; the stub exhibited charring.

Right Engine

The induction system was crushed and buckled. The exhaust system was crushed.

Investigators slung the engine from a hoist. It rotated about 10 degrees. The IIC stuck a rod in the spark plug holes, and noted that all pistons moved up and down without any metallic sounds. Cylinder no. 3 sustained the most mechanical damage; the exhaust head for cylinder no. 3 fractured and separated.

Cylinders 1, 2, 3, and 4 sustained mechanical damage.

The IIC removed the front spark plugs. Two plugs sustained mechanical damage; the ceramic portions fractured and separated. Two other center electrodes were not centered; one gap was very narrow compared to the other side. The rest of the center electrodes were circular and gray with similar gaps.

Right Propeller

One blade bent aft about 20 degrees around the cowling; the other blade bent aft about 50 degrees. They exhibited chordwise striations.

NTSB Probable Cause

the failure of the pilot to maintain an adequate airspeed resulting in a stall and loss of control.