NTSB Factual Report

HISTORY OF FLIGHT

On December 7, 2003, about 1708 Pacific standard time, a Piper PA-28R-200, N16264, collided with hilly terrain about 6 miles southwest of Chino Hills, California. The airplane was operated by the owner/pilot under the provisions of 14 CFR Part 91. The private pilot and passenger were fatally injured. The airplane was destroyed. Instrument meteorological conditions prevailed in the accident area, and no flight plan had been filed. The personal flight originated at Long Beach, California, at 1649, destined for Corona, California.

The airplane departed Long Beach in visual flight rules (VFR) conditions with a 1,300-foot overcast ceiling. At 1653, the pilot contacted the Fullerton (FUL) Air Traffic Control Tower for transitioning through their airspace. At 1700, the pilot requested a frequency change from the Fullerton tower frequency. The FUL weather was VFR with a 1,700-foot overcast.

The Long Beach and Corona airports are separated by a range of low hills, which rise to 1,781 feet mean sea level (msl). The accident site was located in the Chino Hills State Park at an elevation of about 1,400 feet msl.

Recorded radar data was requested from the Federal Aviation Administration (FAA) Southern California Terminal Radar Approach Control facility. Examination of the recorded radar data by the National Transportation Safety Board investigator revealed a secondary beacon target track, which departed the Long Beach airport at the time the accident airplane departed, and terminated at the accident site. While over the low lying greater metropolitan Los Angeles basin, the track maintained a relatively steady course and speed. Near the Chino hills, the secondary beacon track was noted to perform a series of S-turns, then two 360-degree left turns, followed by another series of S-turns. The target track was in the process of another left 360-degree turn when the target disappeared very close to the ground impact point. The last recorded radar contact was 1707. The data plots are contained in the docket for this report.

PILOT INFORMATION

The pilot obtained his private pilot certificate on November 21, 1998. At the time of issuance he had accrued about 46 hours of dual flight instruction and solo flight. Included in that time were 4.5 hours of simulated instrument flight training. On May 21, 1999, the pilot logbook documents his subsequent flight times in the accident airplane. In June 1999, the pilot's logbook indicated an additional 3 hours of instrument flight instruction, for a grand total about 488 total flight hours.

AIRPLANE INFORMATION

A review of maintenance information revealed the last annual inspection occurred on July 1, 2003, at a total recording tachometer time of 6,875 hours. On July 11, 2003, compliance with 14 CFR Part 91.411 and 91.413, functional testing of the transponder system and the altimeter and static systems were accomplished. The engine time since major overhaul was noted as 289 hours, and the propeller was 1,765 hours since overhaul.

METEOROLOGICAL INFORMATION

According to FAA records, the pilot did not request nor receive a preflight weather briefing from an FAA facility prior to the accident flight. His communications were limited to the control tower at the departure point, Long Beach, and the transitioning through the Fullerton airport airspace.

Post accident weather information was obtained from Chino airport, located 6.37 miles northeast of the accident site. At 1653, Chino was reporting: wind 240 degrees at 6 knots; visibility 2 statute miles; light rain fog; broken clouds at 900 feet agl; overcast at 1,500 feet agl; temperature 14 degrees Celsius; dew point 14 degrees Celsius; and the altimeter was 29.96 inHg.

WRECKAGE AND IMPACT INFORMATION

The wreckage was examined on site by the Safety Board investigator in the Chino Hills State Park. The initial point of impact (IPI) was into trees with the left wing. The wreckage scatter pattern was uphill about a 30-degree angle for 110 feet, then a directional change to 274 degrees for 150 feet continuing uphill. The three-blade propeller was severed from the engine and found laying about 40 feet from the IPI. One propeller blade was separated from the propeller hub. All blades revealed varying degrees of leading edge damage and rotational scoring.

Both wings were severed from the fuselage. The right wing was mostly intact from the root outboard, less the fuel tank. The flap was still attached at the root actuator only. The landing gear was still in the well but extended. The left wing was broken into several sections. The main landing gear assembly was still attached to some wing structure. The external skins of both fuel tanks exhibited hydraulic bulging and deformation.

The left wing tip assembly was located near the first hit tree at the base of the hill. No landing light element stretch was found on the tip mounted light. The horizontal stabilator was twisted at the extreme aft bulkhead 45 degrees right and forward. The stabilator trim barrel was three threads tab down with obvious cable pull; five threads is considered neutral trim. The cabin and center sections were commingled with the firewall and engine.

Some instrument readings were recovered on site. The recording tachometer was indicating 1,650 rpm and 6,937.89 hours. The altimeter was indicating 880 feet at the time of examination and 29.96 inHg. The clock was stopped at 1721. The VOR omni bearing selector card was 066 on the cross pointer.

MEDICAL AND PATHOLOGICAL INFORMATION

The San Bernardino County Medical Examiner performed an autopsy on the pilot. During the procedure samples were obtained for toxicological analysis by the FAA Civil Aeromedical Institute in Oklahoma City, Oklahoma. The results of the analysis of the specimens were negative for carbon monoxide, cyanide, ethanol, and tested drugs.

ADDITIONAL INFORMATION

After an additional post accident examination of the airframe and engine, the wreckage was released to the insurance company representative on July 14, 2004.

NTSB Probable Cause

the pilot's inadequate in-flight planning/decision by which he conducted VFR flight into night instrument meteorological conditions. Mountainous terrain, dark night conditions and the pilot's failure to obtain a preflight weather briefing are contributing factors.