NTSB Factual Report

HISTORY OF FLIGHT

On April 21, 2000, about 2003 hours Pacific daylight time, a Beech D35, N2086D, operated by the pilot, collided with upsloping mountainous terrain about 3 miles east-northeast of Agua Dulce, California. The airplane was destroyed, and the instrument-rated private pilot was fatally injured. Instrument meteorological conditions prevailed in the vicinity, and no flight plan was filed for the personal flight that was performed under 14 CFR Part 91. The flight originated from Santa Paula, California, approximately 1945.

An acquaintance of the pilot reported to the National Transportation Safety Board investigator that upon departure, the pilot intended to fly in an easterly direction to Chandler, Arizona, where he was to meet her. No witnesses reported observing the airplane impact the hillside.

The property owner, onto whose land the airplane crashed, reported to the Safety Board investigator that he was home at 2000. He did not observe or hear the impact, and he did not hear any engine noise at that time or thereafter. The airplane collided into the mountainside about 700 feet from his home.

PERSONNEL INFORMATION

A copy of the pilot's personal flight record logbook was examined. It indicated that he had a total of approximately 2,072 hours of experience flying airplanes. During the 90-day period preceding the accident, the logbook indicated the pilot flew his airplane for about 57 hours, of which 18 hours were flown at night. The pilot's most recent biennial flight review was accomplished in February 2000.

The pilot was issued an instrument rating in 1983. His total instrument flying experience was approximately 76 hours, of which 6 hours were logged as "actual" and 70 hours were logged as "simulated." The most recent logbook entry showing instrument flying experience was observed dated June 26, 1993. No evidence of any instrument competency flight check or proficiency flying was observed between 1993 and the accident date.

An acquaintance of the pilot reported to the Safety Board investigator that the pilot had flown the accident route of flight on many occasions. Also, he was familiar with the area. The acquaintance also reported that the pilot worked as an automotive mechanic.

AIRPLANE INFORMATION

No current aircraft maintenance logbook was located. A written statement was subsequently received from a Federal Aviation Administration (FAA) certificated mechanic in which he reported that on January 4, 2000, an annual inspection was accomplished on the accident airplane. The mechanic indicated that he had assisted the pilot in performing the inspection. All airworthiness directives had been complied with. Also, the pitot-static system and the transponder check were accomplished.

The airplane has a wingspan of about 32 feet.

METEOROLOGICAL INFORMATION

On April 21, sunset occurred about 1935 at the accident site. Civil twilight ended about 2002. No illumination from the moon was present at 2003.

The nearest airport to the accident site located south of the San Gabriel Mountains that reported its surface weather is the Burbank-Glendale-Pasadena Airport. Burbank's elevation is 775 feet mean sea level (msl), and it is located about 18.6 nautical miles and 179 degrees (magnetic) south of the accident site. At 1953, Burbank reported an overcast ceiling at 2,600 feet above ground level, or about 3,375 feet msl.

A hillside resident located about 1/3-mile downslope from the accident site reported that at 2000 his home (approximate elevation 3,200 feet msl) was shrouded in ground fog (low clouds). There was no evidence of precipitation.

According to the FAA, at the time of the accident low ceilings were forecast for the accident site area. The FAA reported that the pilot did not file a flight plan and neither requested nor received any weather briefing services.

Both of the Direct User Access Terminal (DUAT) vendors verbally reported to the Safety Board investigator that a search of their computer transactions failed to produce any evidence that the pilot (using his name or airplane registration number) received any weather briefing services or made any inquiries on April 21, 2000.

AIDS TO NAVIGATION

According to the FAA, all electronic aids to navigation pertinent to the airplane's route of flight were functional.

COMMUNICATION

The FAA reported that it had not been requested to provide any services to the accident pilot/airplane.

WRECKAGE AND IMPACT INFORMATION

The initial point of impact (IPI) occurred on estimated 10-degree upsloping terrain at an elevation of about 3,560 feet mean sea level. The approximate global positioning satellite (GPS) coordinates of the IPI are 34 degrees 30 minutes 08.8 seconds north latitude by 118 degrees 16 minutes 15.3 seconds west longitude. The main wreckage was found on an adjacent hill northeast of the IPI, at GPS coordinates of approximately 34 degrees 30 minutes 14.0 seconds north latitude by 118 degrees 16 minutes 09.0 seconds west longitude.

The approximate magnetic bearing between the IPI and the main wreckage is 031 degrees. The distance is about 750 feet.

An examination of the terrain at the IPI revealed ground scar consistent in appearance with the dimensions and shape of the airplane. Fragments from the right and left wing tips were located about 16 feet southeast and northwest, respectively, from the main impact crater. Portions of engine cowl were found in the crater and within 75 feet to the northeast.

The left wing's pitot tube was found on the left side of the impact crater. One propeller blade was found about 120 feet upslope from the IPI; the second blade was found attached to the engine, which had separated from its airframe attachments, and was about 75 feet downslope from the main wreckage. Both propeller blades were observed torsionally twisted, scratched in a chordwise direction, and bent into an "S" shape.

The main wreckage was found upside down, on a heading of about 050 degrees, with the wing flaps and landing gear retracted. The leading edges of both wings were observed accordioned in an aft direction. All of the flight control surfaces were found attached to the airframe. The continuity of the flight control system was confirmed between the aft empennage and the crushed mid-fuselage section. There was no evidence of oil streaking, sooting, or charred (fire damage) material in any of the wreckage.

Inside the cabin, various hand tools, plastic gasoline containers, and associated maintenance-related equipment were observed.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed by the Los Angeles County Coroner's Office.

Results of toxicology tests on the pilot were negative for carbon monoxide and ethanol. Phenylpropanolamine was detected in specimens from the pilot's blood and urine. This drug is contained in over-the-counter decongestant and weight loss medications.

TESTS AND RESEARCH

The engine was examined on scene. The crankshaft could not be rotated. There was no evidence of oil leakage onto the external case surface, and no evidence of soot or heat distress signatures was present in the vicinity of the exhaust stacks. The sparkplugs were removed and examined. According to the Continental engine representative, all observed plugs presented an appearance consistent with normal wear signatures. Specifically, the electrodes were dry, and the wear pattern was normal in appearance.

ADDITIONAL INFORMATION

The accident site is located about 0.5 miles north of California State Highway 14, which principally has a northeast to southwest orientation. The accident site is visible from the highway, which has an elevation of about 3,000 feet in this area (see photographs).

The maximum elevation of Highway 14 is reached in the Soledad Pass. The Pass's elevation is 3,225 feet msl. This local is about 8 miles east of the accident site.

On April 22, 2000, the airplane wreckage was released on scene to a Los Angeles County Deputy Sheriff. No records or parts were retained.

NTSB Probable Cause

The pilot's failure to maintain terrain clearance while cruising up a mountain pass, on a dark night, in IMC conditions, and his improper in-flight decision to perform a VFR flight in the inclement weather.