NTSB Factual Report

HISTORY OF FLIGHT

On September 30, 1998, about 1835 hours Pacific daylight time, a Cessna 152, N49770, was destroyed after colliding with a peak along a ridge line on the west end of Santa Catalina Island, Avalon, California. The private pilot, the sole occupant, sustained fatal injuries. The local, personal flight originated from the John Wayne Airport, Santa Ana, California, about 1758. The airplane was being operated under the provisions of 14 CFR Part 91 by Orange County Flight Center, who rented the airplane to the pilot. No flight plan was filed and there were no witnesses. Visual meteorological conditions were being reported at the automated weather station at the Catalina Airport, approximately 8 nautical miles from the accident site. The airplane collided with terrain at 33 degrees 27.634 minutes north latitude and 118 degrees 33.750 minutes west longitude.

A review of the transcript of radio transmissions between the pilot and air traffic control facilities revealed the pilot contacted clearance delivery for a VFR departure to the southeast at 1715. Taxi instructions to the run-up area were issued at 1747. Takeoff clearance was granted by the tower at 1758. Radar contact was established with John Wayne advisory at 1759; radar services were terminated and frequency change was approved at 1802.

The airplane was discovered the following morning by a Coast Guard helicopter investigating the transmission of an ELT (emergency locator transmitter) signal. About 0950, the signal was traced to the accident site. The Coast Guard notified local authorities and the helicopter left the scene.

According to a company document found in the airplane wreckage, the hour reading at the start of the flight was 3129.7; it read 3130.5 at the accident site. A topographical map indicated elevation was approximately 1,440 feet mean sea level (msl). A sun/moon computer program determined sunset was at 1844. Altitude of the sun at 1830, 1835, and 1840 was 1.9, 1.0, and 0.1 degrees, respectively. Corresponding azimuth was 250.8, 251.5, and 252.2 degrees.

Friends indicated the pilot was starting an aerial photography business. One friend, a photographer, flew a previous photographic flight around Catalina with the pilot and stated they flew well below the level of the mountaintops. The pilot asked him to go on this flight 2 days earlier.

PERSONNEL INFORMATION

Federal Aviation Administration (FAA) records indicated the pilot held a private pilot certificate with an airplane single engine land rating issued on September 20, 1997. A third-class medical with no limitations or waivers was issued on June 2, 1998. An examination of the pilot's logbook indicated a total flight time of 119.7 hours. He had 69 hours in this make and model; 11 hours were logged in the last 90 days. Three flights terminated with a landing at Catalina. Another entry contained "photo shoot of Catalina" in the remarks section.

AIRCRAFT INFORMATION

FAA records indicated the airplane was a Cessna 152, serial number 15283509. It was registered to Starcraft Enterprises, Inc. A review of the airplane's logbooks indicated a total airframe time of 8,608 hours. A Textron Lycoming O-235-L2C engine, serial number L-18482-15, was installed. A 100-hour inspection of the airframe and engine was entered in the logbooks on August 26, 1998.

The pilot's operating handbook indicated the wingspan was 33 feet 4 inches. Distance between the main landing gear was 7 feet 7.25 inches. The maximum propeller diameter was 5 feet 9 inches. The main wheel tires were 6.00-6 and the nose wheel tire was a 5.00-5.

WRECKAGE AND IMPACT INFORMATION

The accident site was at the apex of a hill approximately 1/2 mile east of Silver Peak, the highest terrain (1,804 feet msl) on Santa Catalina Island's western peninsula. Terrain 90 degrees left of the debris path dropped then began rising to the ridgeline containing Silver Peak. Terrain 90 degrees to the right of the debris path fell to sea level altitude in less than a mile. The debris field was along a magnetic heading of 315 degrees. Evidence of the initial point of contact (IPC) was severed petals in a cactus patch on an upslope. Some cactus fracture surfaces were rough and uneven; others were smooth and flat. One petal had a v-shaped notch. Another petal folded over its outside skin in the direction of the debris field; both separated surfaces were smooth and flat. Six feet past the IPC, were two furrows, each 6 inches wide. Distance between the furrow centerlines was 7 feet 10 inches; the furrows were about 10 feet long. Several feet past the start of the furrows, a third furrow started between them. This middle furrow was 3 feet 8 inches from the left furrow and 3 feet 11 inches from the right furrow. After several feet, the middle furrow opened to about 4 feet wide and extended uphill for 20 feet. A flat rock in the grass 1.5 feet to the right of the center furrow, but prior to the start of the expanded area, exhibited a straight, white mark, 4 inches long and 0.5 inches wide, that was perpendicular to the ground scars. Twenty-five feet past the IPC was an imprint in the ground, 10 paces long by 1 foot wide, that was perpendicular to the ground scars. In the far right section of this imprint were green lens fragments. Cactus pieces were found in the left side of this imprint. A piece of propeller hub was found 26 feet from the IPC; the remainder of the hub was at 46 feet. The propeller and nose landing gear strut were along the centerline of the debris field, 57 feet from the IPC. The main wreckage site was 80 feet from the IPC. Twenty-eight feet beyond the main wreckage was the magnetic compass. At the apex of the hill and 40 feet beyond the main wreckage, was a watch, the last item found in the debris field. The battery and nose wheel were found about 100 feet downhill, east of the main wreckage.

The airplane fractured and separated aft of the cabin area around its top, bottom, and right sides. The cabin section, wings, and engine were inverted on an easterly heading. The aft section was upright and twisted almost 90 degrees to the left, on a southerly heading. The left horizontal stabilizer was resting on the back half of the inverted right wing. Both wings' leading edges were crushed down and aft to the front spar assembly. Each flap's trailing edge was crushed forward; the inboard areas were damaged more than the outboard areas. The rudder was crushed at the bottom. The white navigation light on the top trailing edge of the rudder and the rotating beacon on top of the vertical stabilizer were not damaged.

The cabin area was crushed up and aft. The pilot was secured in his seat by a lap belt. That seat's forward, outboard rail was bent and the foot was off the rail. The lock tabs for this foot were straightened and spread out. The left yoke separated in the control tube area; this fracture was irregular and angular. This separated section was still in the pilot's hands. Control continuity was established except for the right rudder; that cable separated in a bomb burst pattern. No threads were visible at the flap actuator; the elevator trim actuator measured 1.9 inches. The manufacturer's representative stated this indicated the flaps were up, and the elevator trim was 8 degrees tab up.

The fuel caps were wet and smelled of fuel. Recovery personnel said approximately 10 gallons of fuel leaked out during recovery.

About 50 percent of one propeller blade was bent aft 90 degrees; its leading edge had several gouges. It was polished clean of paint from the bend to a point 6 inches from the tip and exhibited diagonal chordwise scratches. Part of the second blade's tip was separated and missing. This blade was clean of paint for 6 inches at the tip. It was twisted toward the cambered side and exhibited chordwise scratches.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was completed by the coroner for the County of Los Angeles. Toxicological testing of specimens of the pilot was performed by the FAA Toxicology and Accident Research Laboratory, Oklahoma City, Oklahoma. The results of analysis of the specimens were negative for carbon monoxide, cyanide, volatiles, and tested drugs.

TESTS AND RESEARCH

An examination of the wreckage was conducted at Aircraft Recovery Services, Compton, California, on October 8, 1998. The engine was removed, placed on a stand, and rotated. All valves moved in sequence, the vacuum pump gears turned, and finger compression was obtained on all cylinders. Both magnetos produced spark at all four posts when turned by hand. Deposits were observed in the bottom spark plugs on cylinders 1, 2, and 4. The carburetor separated from the engine and was damaged. The butterfly valve was open; the throttle and mixture operating arms were bent. The fuel inlet hose nipple was pulled out of its fitting and the threads were stripped.

ADDITIONAL INFORMATION

The wreckage was released to the owner's insurance agent.

NTSB Probable Cause

The pilot's failure to maintain adequate altitude/clearance. Contributing to the accident were the hilly and mountainous terrain and glare from the setting sun.