NTSB Factual Report

HISTORY OF FLIGHT

On March 22, 1999, about 1330 hours Pacific standard time, a Cessna 152, N67821, was destroyed during a collision with mountainous terrain at Rancho Cucamonga, California. The aircraft was operated by Cableair under 14 CFR Part 91, and rented by the pilot for a local area personal flight. The private pilot, the sole occupant, sustained fatal injuries. Visual meteorological conditions prevailed and no flight plan was filed. The flight originated at Cable Airport in Upland, California about 1315.

A witness, who was located about 1/2 mile south of the accident site at the time of the accident, was interviewed. He was familiar with the airplanes that routinely flew in and out of the canyon area. The accident aircraft caught his attention as it was descending from the northwest at a 45-degree angle with high engine power. The witness said the airplane was not spinning or turning during the descent and he lost sight of it as it passed behind the terrain. He described the colors of the aircraft and stated that he did not realize that it had crashed.

The wreckage was located about 5 miles northeast of the Cable airport in Cucamonga Canyon on a 60-degree canyon wall about 2,600 feet mean sea level (msl).

PILOT INFORMATION

The private pilot was rated for airplane single engine land, sea, and instrument. According to the pilot's logbook, he had accumulated about 300 total flight hours. At the pilot's last reported third-class flight physical conducted on March 10, 1999, he reported a total flight time of 500 hours and no hours for the last 6 months. His medical certificate limitation was "must wear corrective lenses." On a previous third-class flight physical application it listed "2 prior extraocular muscle surgeries" as having been performed.

The pilot was in his senior year at an engineering college. His goal was to achieve a degree in aerospace engineering.

A flight instructor of the operator who had given the pilot his high performance/complex airplane endorsement stated: "from what I can remember about him was his professionalism in the plane and his rapid ability to pick up the skills."

AIRPLANE INFORMATION

Examination of the maintenance records revealed that the most recent annual inspection was accomplished on March 16, 1999, at 3,090 hours. Accident site examination of the recording tachometer revealed 3,091.9 hours, 1.6 hours since the last inspection. According to the records, the accident flight airplane was checked out at 3,091.6, an 18-minute difference (the mechanical tachometer is only accurate while operating at 2,550 rpm). The tachometer examination also revealed a needle imprint on the tachometer at 2,650 rpm. The tachometer is redlined at 2,550 rpm.

METEOROLOGICAL INFORMATION

A San Bernardino sheriff's helicopter pilot provided a weather observation about 15 minutes after the accident. He stated that the weather was clear with 10 miles visibility and the wind was about 10 knots out of the southwest (up canyon wind). The temperature was 60 degrees Fahrenheit.

WRECKAGE AND IMPACT INFORMATION

The accident site was located about 34 degrees 09.56 minutes north latitude and 117 degrees 37.90 minutes west longitude, about 2,600 feet msl. The accident site terrain was sloped about 60 degrees. The location was about 100 feet downslope from an area known as "Party Rock Point" in the Cucamonga Canyon.

An on-scene examination revealed accordion-like damage to the wings' structures from the leading edge to trailing edge, and to the fuselage from engine compartment aft to midspan of the fuselage cone.

All control counterweights were found in position and control cable continuity was established. Both upper and right lower strut attach points were intact. The left lower strut attach was severed at impact.

The flap control was found in the retracted position. The cabin air/heat was found in the off position. The throttle, mixture, and carburetor heat were found full forward. The elevator trim jackscrew actuator measured about .85 inches, and according to Cessna, that equated to about 10 degrees tab down.

The engine case was broken in several locations. The top spark plugs were examined on-site and found intact. Gear train continuity was established by partial rotation of the engine. Due to impact damage the engine would not rotate 360 degrees. The propeller hub was found severed from the crankshaft flange. Leading edge damage and chordwise striations were found on the blade sections recovered. Both outer blade tips were not recovered. The number 2 propeller blade was cut midspan by rescue personnel.

MEDICAL AND PATHOLOGICAL INFORMATION

On March 29, 1999, the San Bernardino County Medical Examiner performed a postmortem examination of the pilot. They also performed a limited toxicology examination, which was negative for alcohol and drugs.

During the examination samples were obtained for toxicological analysis by the Federal Aviation Administration Civil Aeromedical Institute in Oklahoma City, Oklahoma. According to the report, the tests were negative for carbon monoxide, cyanide, and drugs, and positive for volatiles of ethanol and acetaldehyde.

ADDITIONAL INFORMATION

The wreckage was released to the insurance company representative on April 21, 1999.

NTSB Probable Cause

the pilot's failure to maintain altitude/clearance from mountainous terrain for unknown reasons.