NTSB Factual Report

HISTORY OF FLIGHT

On March 22, 1996, about 1241 hours Pacific standard time, a Piper, PA-28-140, N17D, en route to Deer Valley in Phoenix, Arizona, collided with mountainous terrain near Moreno Valley, California. The aircraft was destroyed during the impact sequence and ground fire. The certificated foreign commercial pilot and his passenger were fatally injured. The privately owned aircraft was being operated as a personal flight when the accident occurred. The flight originated in Chino, California, at 1221. Instrument meteorological conditions prevailed at the accident site, and no flight plan was filed.

Witnesses at the scene reported hearing changes in the pitch and volume of the engine while watching the aircraft as it made several steep 360-degree turns, as well as several climbs and descents. During this time, they reported seeing the aircraft flying both in and out of the clouds. The aircraft was last observed on an easterly heading in the direction of the accident site. The aircraft wings rocked from side to side just before reentering the clouds. A few seconds later, the witnesses reported hearing what they interpreted as the sound of the aircraft striking terrain. After the sounds identified as an impact, no further engine sounds were reported. The base of the cloud layer obscured the accident site and the top of the mountain. (Witness statements are appended to this report.)

PILOT INFORMATION

The pilot was reported to be a former Swiss Air Force pilot who held a Swiss commercial license (No. 2169) with an airplane single engine land rating. He also held a U.S. Commercial certificate with an airplane single engine land rating. At the time of application for an FAA commercial license, the pilot reported a total of 590 flight hours on January 25, 1982. At the time of his last flight physical he reported 11,500 hours total civil flight time. The pilot's logbook was not located during the investigation. The amount and recency of the pilot's prior instrument flight experience could not be determined.

The aircraft owner reported that the pilot customarily flew the aircraft from the right front seat.

AIRCRAFT INFORMATION

A review of the aircraft records by FAA airworthiness inspectors revealed no evidence of an Airworthiness Directive (AD) compliance from December 20, 1976, when the aircraft was removed from a progressive inspection program, to the last annual inspection on January 12, 1996. After the last annual inspection the airframe and powerplant mechanic with inspection authorization complied with all ADs. (A statement from the FAA airworthiness inspector is appended to this report.)

The owner reported that a global positioning system (GPS) was mounted on the aircraft yoke.

METEOROLOGICAL CONDITIONS

AIRMET SIERRA for mountains obscured in clouds, fog and precipitation, was in effect at the time of the accident. AIRMET TANGO was also in effect for occasional moderate turbulence below 15,000 feet. (Extracts from current forecasts and reports are appended to this report.)

COMMUNICATIONS

The pilot obtained a telephone weather briefing from the Riverside Flight Service Station at 1100. (A transcript of that briefing is appended to this report.)

WRECKAGE AND IMPACT INFORMATION

Investigators found the aircraft located at the 2,000-foot level on the southwestern slope of the 3,100-foot Box Springs mountain. The aircraft was on a 26-degree upslope on a 116-degree magnetic bearing. The site was located at 33 degrees 58.78 minutes north latitude and 117 degrees 17.93 minutes west longitude as reported by a Riverside County Sheriff's GPS equipped helicopter unit. This location corresponds to 12 nautical miles northeast of the Paradise VORTAC along the 063 degree radial.

The empennage was intact and the aft flight control surfaces retained their range of movement with no evidence of binding or loss of control continuity. All three fixed landing gear had separated from the aircraft. The left wing remained attached, but was missing the wing tip. The outboard counterweight was missing from the left aileron. The left wing tip was located about 75-feet upslope from the aircraft. The right wing assembly was missing the aileron and a 4-foot outboard section. The outboard section was located about 900 feet downslope from the aircraft.

There was evidence of damage to the leading edge of the right wing. This damage corresponded to paint and metal smears on a boulder to the right rear of the aircraft. The stabilator jackscrew was extended about 1.5 inches. According to the manufacturer's representative, this trim position corresponds to 6.5 degrees tab down or a nose up attitude. The flap selector was in the full up position.

Both wings' main fuel tanks were ruptured and exhibited evidence of hydraulic deformation in the forward portions of the tanks. There were dark stains on several boulders in close vicinity of the right tank.

The propeller blades and hub were separated and located about 6 feet from the aircraft. All six attaching bolts were separated at the propeller flange. Both propeller blades exhibited chordwise scratches and scars along with leading edge gouges. The No. 1 propeller blade displayed a midspan twist and an aft bend of 5 to 10 degrees, while the No. 2 blade exhibited a perceptible S-bend.

The forward fuselage exhibited fire damage in the cabin area and engine compartment. The throttle control linkage and mixture control linkage were intact, although both exhibited fire and impact damage. The primer was in the in and locked position. (An investigator's field sketch is appended to this report.)

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was conducted by the Riverside County Coroner's Office on March 25, 1996. The autopsy revealed preexisting multifocal moderate to severe coronary artery atherosclerosis. There was 60 percent atherosclertic occlusion of the right, 85 percent occlusion of the proximal left anterior descending, and 95 percent occlusion of the distal left anterior arteries.

Toxicological samples were submitted for analysis by the FAA Civil Aeromedical Institute (CAMI). The results of all testing were negative.

FIRE

The aircraft was involved with a postcrash fire that encompassed the aircraft from the nose aft to the leading edge of the vertical fin. The fire damage also extended laterally across the span of the main wings. The majority of the aircraft structure in this designated area was consumed by fire.

SURVIVAL ASPECTS

The right front seatbelt latch was found mated. One rear seatbelt latch was also found mated. Although the seatbelt latches had attachment points for shoulder harnesses, no mating portions of shoulder harness were found in the wreckage. All seatbelt webbing was consumed by fire. Both front seat frames exhibited downward and leftward bending.

ADDITIONAL INFORMATION

The wife of the pilot and mother of the 15-year-old passenger reported to insurance adjusters that her son often flew the accident aircraft when accompanying his father. She believed he had accumulated several hundred hours of flight time through this activity. The mother stated that the passenger did not hold any pilot certificate.

The wreckage was released to a representative of the registered owner on August 27, 1996.

NTSB Probable Cause

VFR flight by the noninstrument-rated pilot into instrument meteorological conditions (IMC). The terrain and adverse weather conditions were related factors.