NTSB Factual Report

HISTORY OF FLIGHT

On June 16, 2000, about 0755 hours Pacific daylight time, a Maule M4-210C, N377BC, impacted a tomato field while maneuvering 1 mile southwest of the Willows-Glenn County Airport, Willows, California. The airplane, operated under 14 CFR Part 91 by the pilot as a personal flight, was destroyed. The private pilot and one passenger received fatal injuries. Visual meteorological conditions existed, and no flight plan had been filed. The airplane departed the Sonoma Valley Airport, Schellville/Sonoma, California, at 0700. The flight was scheduled to terminate at the Happy Camp, California, airport with an intermediate stop at the Willows-Glenn County Airport.

The airplane was last in a group of six other airplanes traveling to the same destination. According to other pilots in the group, the purpose of the flight was to go camping. One of the pilots stated that the group consisted of four Cessna 180's, one Cessna 182, and the accident airplane. He indicated that the accident airplane was approximately 7 miles behind the rest of the group. Witnesses noted that while on approach to the airport (Willows-Glenn), someone on Common Traffic Advisory Frequency (CTAF) told them to "hold on to the seat of their pants because it was very windy on the ground."

WITNESS INFORMATION

One of the pilots in the group stated that he heard the accident pilot report turning base to final on CTAF. He reported that he did not hear anything unusual in the accident pilot's voice, and that the accident pilot did not indicate that he was having any difficulties.

A farmer stated that he was working in his barn and heard the airplane fly overhead. He indicated that his barn is on the flight path for the Willows-Glenn airport and is familiar with the sounds of a running engine. He stated that he did not listen for very long because there were no unusual sounds emanating from the engine.

Another ground witness, who was 1 mile away, observed the airplane flying northbound about 100 feet above the ground. He indicated that the airplane conducted two sets of 360-degree turns, with the second set culminating in the accident. The witness saw the airplane enter the first set of two steep 360-degree turns. The turns concluded with the airplane descending toward the ground in level flight, then rising up again, and turning southbound. The airplane climbed up above the tree line, leveled off for a bit, then entered a second series of steep right turns. The airplane completed two more 360-degree turns, and then fell to the ground.

Initial bystanders that responded to the scene reported that antelope were present in the field. Interviews with the pilots of the other airplanes in the group stated that the pilot and his passenger were "avid animal lovers."

PERSONNEL INFORMATION

A Safety Board investigator (IIC) reviewed the pilot's logbook, and estimated the pilot's total flight time to be 757.0 hours. Based on the entries in the logbook, it was estimated that he had approximately 149 hours in the accident airplane. He accrued approximately 12 hours in the last 90 days, and 7 hours in the last 30 days. The pilot's logbook indicated that his last biennial flight review was conducted on June 16, 1996.

Review of the Federal Aviation Administration (FAA) Airman Certification records disclosed that the pilot held a private pilot certificate with an airplane rating for single engine land. The pilot received his private pilot certificate on July 17, 1968.

Review of the FAA medical certification records revealed that the most recent third-class medical certificate was issued to the pilot on September 29, 1998. He was required to possess glasses that correct for near vision. On November 22, 1996, the pilot was issued a Statement of Demonstrated Ability for defective hearing bilaterally.

AIRCRAFT INFORMATION

A review of the airplane records was conducted by the Safety Board investigator. The accident pilot purchased the airplane from a private citizen in Canada on April 13, 1998. Review of the airplane logbook and engine logbooks disclosed that on June 13, 2000, an annual inspection was completed.

METEROLOGICAL CONDITIONS

Recorded wind information for the area was obtained from automatic weather observation stations operated by Glenn County AG Air Automatic for the agricultural community. One of the stations was located in Artois, California, about 7 sm north of the accident site. At the time of the accident, the winds were from the north-northwest at 32 miles per hour (mph) with gusts to 42 mph.

WRECKAGE AND IMPACT INFORMATION

The airplane was inspected on-scene by Safety Board investigators. Prior to the investigators' arrival, the Glenn County Sheriff's Department and Fire Department personnel had removed the right side fuel tank and the seats from the main wreckage.

The inspection revealed that all major components of the airplane were present at the accident location. No ground scars were observed other than the immediate location of the wreckage. The engine was buried in the soft soil at an angle of about 35 degrees to the horizontal. The left wing tip was not damaged. The outboard 1/2 of the right wing was crushed with the leading edge tip displaced up at a 35-degree angle to the wing's chordline. Both propeller blades were torsionaly twisted and bent towards the face side of the blade and loose in the hub clamps.

Flight control continuity was established from the cockpit to the ailerons, flaps, stabilizer, and rudder.

The fuel selector was selected to the left fuel tank. Approximately 7 gallons of fuel was removed from the left wing tank. The right fuel tank was found near the right wing tip and was torn along the leading edge welded seam and was bulged and distorted. No fuel was found in the right tank; however, the soil underneath the right wing was found to be moist and smelled like aviation fuel.

The airframe and power plant were further inspected at Plain Parts, Pleasant Grove, California, on July 6, 2000, under the supervision of the investigator, with a representative from Teledyne Continental Motors, who was a party to the investigation.

The external examination revealed that the engine mounts had separated and the exhaust pipes were crushed on both sides. The fuel pump was pushed to the rear. The throttle and mixture control cables remained connected and attached to the engine. The propeller control remained attached to the propeller governor.

Mechanical continuity was established throughout the engine. Crankshaft rotation produced thumb compression in each cylinder, with accessory gear and valve train continuity established. The top spark plugs were removed, and, according to the Champion Aviation Check-A-Plug AV-27 chart, displayed coloration consistent with normal operation. The left magneto impulse coupling snapped at top dead center on the number one cylinder during crankshaft rotation. Both magnetos were removed. When rotated manually the magnetos produced sparks at the terminals.

The fuel flow divider was removed and inspected. A blue colored liquid that smelled like aviation 100 LL fuel was found inside the divider. The fuel pump was separated with half of the flange missing. The drive coupling, and the low pressure set screw were bent. The fuel pump was disassembled with no internal damage noted. The oil filter was removed and inspected and was clean and clear of metal particles.

MEDICAL AND PATHOLOGICAL INFORMATION

The Butte County Coroner conducted an autopsy on the pilot on June 20, 2000. A toxicological analysis was performed by the FAA Civil Aeromedical Institute, Oklahoma City, Oklahoma, from samples obtained during the autopsy. The results of the analysis were negative for carbon monoxide, cyanide, and ethanol. The results of the analysis were positive for lidocaine and ephedrine, detected in the blood, and lidocaine was detected in liver.

WRECKAGE RELEASE

The airplane was released to the owner's representative on April 4, 2001.

NTSB Probable Cause

Failure of the pilot to maintain an adequate airspeed margin while maneuvering in steep turns at low altitude in gusty and strong tailwind conditions, which lead to a wind shear encounter and a stall/spin. A contributing factor in the accident was the pilot's diverted attention due to looking at antelope on the ground, and, his decision to attempt the steep turns at low altitude.