LYTLE CREEK, CA, USA
N2529W
Piper PA-28-161
The private pilot and student pilot passenger departed in visual flight conditions for a personal cross-country flight to another airport. The flight was to take them through a mountainous pass that was observed from the flight school office to be obscured in clouds. The flight school operator stated that while fueling the airplane they could see a storm coming and advised the pilot to stay over the highway and to avoid the clouds. He told the pilot if he inadvertently got into the clouds he was to make an immediate 180-degree turn back to where it was clear. A ground witness observed the airplane at the base of the clouds, where it banked left and flew from his view. He subsequently heard an impact noise. The witness relocated his position and was able to see the crash site. He hiked back to his vehicle and called authorities.
HISTORY OF FLIGHT On March 20, 1999, about 0941 hours Pacific standard time, a Piper PA-28-161, N2529W, was destroyed during collision with mountainous terrain in a mountain pass (Cajon Pass) near Lytle Creek, California. The private pilot and the passenger, who holds a student certificate, both received fatal injuries. The flight was operated by Aerodrome Aircraft Rental, Redlands, California, under 14 CFR Part 91, and was rented by the pilot. No flight plan was filed. According to witnesses, instrument meteorological conditions prevailed in the area about the time of accident. The flight originated at Redlands about 0915 and was destined for Agua Dulce, California. According to the Federal Aviation Administration (FAA), there was no record of a preflight weather briefing. The flight school operator stated that the weather at Redlands was good but looked poor towards Cajon Pass, which was about 18 miles northwest and could be seen from the flight school office. The operator also stated that he advised the pilot to stay over I-15 and away from clouds. However, he told the pilot if he were to get into the clouds he was to make an immediate 180-degree turn back to the area that was clear of clouds. At 0942, the California Highway Patrol, San Bernardino office, received a cell phone call from a motorist who was stopped on the side of a railroad right-of-way photographing trains. He reported seeing an aircraft fly in and out of clouds, then start a slight left turn and descend about a 45-degree angle into the terrain. He returned to his car and dialed 911. Subsequently, he led forest service personnel to the site. He also reported fog and low clouds in the area. The wreckage was located about 22 miles west-northwest of the Redlands airport about 3,810 feet msl. Ground scars and disturbed vegetation was found on a magnetic bearing of 030 degrees. The San Bernardino County Sheriff's Aero Bureau was notified at 1019 of the accident and attempted to access the area of the accident by helicopter but were unable due to cloud cover. At 1049, the air search was called off pending weather improvement. PRIVATE PERSONNEL INFORMATION The private rated pilot and renter of the airplane had, according to his logbook, accumulated about 118 flight hours. His last third-class flight physical was conducted on May 4, 1998, and had no limitations. According to his logbook he had documented 1.3 hours of simulated instrument flight with no actual instrument flight time listed. The logbook also documented a satisfactory flight review in compliance with FAR 61.56, conducted on January 10, 1998, in a Piper PA-28-161. STUDENT PILOT PASSENGER INFORMATION Two student pilot flight logbooks were recovered for the passenger at the accident site. The most recent logbook lists about 167 flight hours. The earlier log lists about 124 flight hours. Two third-class flight physical certificates, both dated May 4, 1998 and one designated student pilot, were recovered. Different doctors performed the examinations. The certificates were found inside the most recent (February 29,1999) logbook. AIRCRAFT INFORMATION According to logbook information, the airplane had received an annual inspection on March 4, 1998, at tachometer reading 5,411 hours. The last 100-hour inspection was conducted on March 1, 1999 at 5,831 recording tachometer hours. At the time of the accident it had accrued about 5,851.9 hours of operation. METEOROLOGICAL INFORMATION No official weather reporting facilities representative of the Cajon Pass area were available for the accident location. The nearest official weather reporting facility was Ontario, California, about 18 miles south of the accident site. At 0911, Ontario was reporting: cloud conditions 1,800 scattered, 2,600 broken and 4,200 overcast; temperature 52 degrees Fahrenheit; dew point 48 degrees Fahrenheit; altimeter 30:10 inHg; wind 240 degrees at 4 knots; and visibility 3 miles in light rain. MEDICAL AND PATHOLOGICAL INFORMATION On March 23, 1999, the San Bernardino County Coroner performed an autopsy on the pilot and student pilot passenger. During the course of the autopsy samples were obtained for toxicological analysis by the FAA Civil Aeromedical Institute in Oklahoma City, Oklahoma. Neither carbon monoxide or cyanide analysis was performed due to the lack of suitable samples. No drugs were found in the samples tested from either the pilot or student pilot. Comparable amounts of Ethanol, Acetaldehyde, Isobutanol, and N-Butanol were found on the pilot and the student pilot. WRECKAGE AND IMPACT INFORMATION The wreckage was located at 34 degrees 20 minutes 23 seconds north latitude and 117 degrees 28 minutes 6 seconds west longitude. The site was located at 3,810 feet msl in the San Bernardino National Forest. The location was 1/4 mile south of Interstate 10, eastbound uphill lanes that crest according to signage at 4,290 feet msl. The area surrounding the accident site consists of steep brush covered hills. The point of impact is 70 feet downslope from a hilltop, and the point of rest is about 60 feet from the hilltop. The wreckage came to rest on the 49-degree sloped terrain on a heading of 030 degrees. The debris fields were forward and aft of the main wreckage. The entire airplane structure was accounted for at the accident site. Control continuity could not be established due to the fragmented state of the structure. The pilot and passenger were located outside the main wreckage. The propeller was severed from the engine crankshaft with signs of tortional twisting, aft bending of the blades, leading edge damage, and chordwise striations. Fuel tank hydraulicing was evident with both fuel tanks. Postaccident examination of the engine and accessories revealed the vacuum pump was intact. The fuel pump was destroyed. The carburetor was destroyed. The spark plugs were examined and there was no evidence of oil contamination in the rocker box areas. Engine rotation with valve train continuity and finger compression was established. ADDITIONAL INFORMATION The wreckage was released to the insurance company representative on April 21, 1999.
the pilot's inadvertent visual flight into instrument meteorological conditions resulting in impact with high terrain.
Source: NTSB Aviation Accident Database
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