JULIAN, CA, USA
N2598U
Cessna 172D
The noninstrument rated pilot departed VFR. Instrument meteorological conditions were forecasted over the mountainous area near the destination airport. The pilot did not contact any FAA air traffic or FSS along the route of flight. The forecasted winds aloft show that the pilot would encounter between 40 and 50 knots headwind. Two AIRMETS for the accident area were issued by the National Weather Service. One AIRMET shows that the mountain ranges would be obscured with low clouds and fog; the other AIRMET reported moderate turbulence in the area. Radar data showed an airplane proceeding along the pilot's estimated route of flight. The last target was observed about 10 miles west of the crash site. The airplane crashed in a near vertical nose and right wing down attitude while in a right turn spin.
History of Flight On February 26, 1996, about 1220 hours Pacific standard time, a Cessna 172D, N2598U, crashed about 5 miles south of Julian, California. The pilot was conducting a visual flight rules flight to Brown Field Municipal Airport, San Diego, California, and he did not file a flight plan. The airplane, registered to and operated by the pilot, was destroyed. The noninstrument rated commercial pilot and two passengers sustained fatal injuries. Instrument meteorological conditions prevailed. The flight originated at Bullhead City Airport, Bullhead City, Arizona, at 0827 hours. National Transportation Safety Board investigators estimated the referenced accident time noted above. The time is based on the estimated time en route while encountering between a 40 and 50 knots headwind and assumed radar data of the airplane. The pilot's daughter told Safety Board investigators in a telephone interview conducted on February 28, 1996, that her father flew to "the river [Colorado River]" on February 24, 1996. The pilot called and told her that due to inclement weather, they would have to spend the night at Laughlin, Nevada, and intended to return to Brown Field Municipal Airport on February 26, 1996. She said that her father flew between Bullhead City airport and Brown Field Municipal airport "hundreds of times." She also said that her father planned to return to San Diego, without landing at any other airport. An FAA, Western-Pacific Region, Quality Assurance Branch specialist gave the Safety Board a copy of the National Track Analysis Program (NTAP) radar data. The quality assurance specialist reported that radar coverage is nonexistant below 10,000 feet at Bullhead City airport. The radar data displays many targets near the accident site between 1136:47 and 1219:38 hours. One target, however, began northeast of the Thermal VOR at 1136 hours at 6,300 feet msl and continued to a point about 11 miles west of the accident site. The last target was at 5,400 feet msl and at 1219:36 hours. This target was not positively identified as the accident airplane. The target's altitude varied throughout the flight between 5,400 feet and 10,900 feet. There were no witnesses. The accident coordinates are 32 degrees, 57.95 minutes north latitude and 116 degrees, 31.85 minutes west longitude. The crash site elevation is 4,800 feet. Crew Information The pilot held a commercial pilot certificate with a glider rating; the certificate was endorsed for private pilot privileges with an airplane, single-engine land rating. According to the FAA, Airman Medical Records Section, the pilot received his last second-class medical certificate on July 12, 1993; the certificate contained a "MUST HAVE AVAILABLE GLASSES FOR NEAR VISION" limitation endorsement. According to current federal air regulation, a second-class medical certificate is valid for 12 calendar months. The certificate then reverts to a third-class medical certificate which is valid for 24 calendar months. Safety Board investigators did not recover the pilot's flight hours logbook. The flight hours reflected on page 3 of this report were reported by the pilot on his last medical application form. Safety Board investigators were unable to determine the pilot's biennial flight review and the general recency of experience. Aircraft Information The airplane's maintenance records were not recovered and the airplane's current maintenance status could not be determined. Meteorological Information There is no evidence that the pilot obtained any weather briefing before departing on the accident flight. On the accident date, the National Weather Service issued several Airmets concerning mountain obscuration with low clouds and fog and moderate turbulence. San Diego County Sheriff's Deputies reported that the accident site was generally obscured with low clouds and fog from the early morning to the late evening. Wreckage and Impact Information The airplane crashed in mountainous terrain about 500 feet from the crest of a mountain peak. The aircraft came to rest at its initial impact point on a 212-degree magnetic heading. The wreckage examination revealed the airplane struck the 45-degree upward sloping terrain in a 70-degree nose down and a right wing down attitude while rotating to the right about its longitudinal axis. All of the airplane major components and flight controls, except the right wing forward wing-to-fuselage attach fitting, remained attached at their respective attach points. Safety Board investigators were unable to determine the continuity of the ailerons to the cockpit/cabin area. Continuity of the rudder, elevators, and trim tab to the cabin/cockpit area was established. The left wing outboard panel leading edge was found crushed upward. The left wing fuel tank was not compromised. The retriever said that it contained more than 5 gallons of fuel. The fuel tank did not exhibit any hydraulicing signatures. The left wing strut lower attach fitting was broken by rescue personnel to enable the occupants to be extricated. The left wing tip was found next to the wing. The right wing separated about 6 inches inboard of its forward wing-to-fuselage attach fittings. The right wing upper wing displayed extensive 45-degree cross chord buckling and its leading edge was crushed rearward. The right wing fuel tank showed no evidence of any hydraulicing signatures. According to the retriever, the fuel tank contained more than 3 gallons of fuel. The wing tip was found about 10 feet west of the right wing. Both wings' navigation light filaments were broken; the tail navigation light filament was found stretched. The right upper cabin roof was found twisted upward. The tail section, aft of the baggage compartment bulkhead, was found buckled downward. The empennage was intact and exhibited minor damage. The elevator trim tab actuator was found extended about 1.5 inches. According to the Cessna representative, this setting corresponds to a tab neutral position. The engine was found impaled in the terrain. The propeller remained attached at its crankshaft attach fitting. The crankshaft was bent. One propeller blade was buried in the dirt. Both propeller blades displayed extensive "S" twisting, leading edge gouging, and chordwise scuffing signatures. The engine was examined at Ramona Aircraft Salvage, Ramona Airport, Ramona, California, on March 13, 1996. Safety Board investigators established continuity of the engine gear and valve train assembly. Minimal thumb compression was noted on all cylinders when the crankshaft was rotated. Both magnetos were removed and functionally tested. The left magneto produced sparks when its drive shaft was rotated; the right magneto did not produce any sparks. Disassembly examination of the right magneto revealed the condenser was bent and damaged during the impact sequence. The upper spark plugs displayed moderate center electrode ovaling. The combustion pattern, however, was normal. The mixture control was loose, but the throttle remained connected to the cockpit linkage. The throttle lever was found in the full open position which corresponded to the cockpit throttle control setting. The carburetor was in the full on position. This setting also corresponded to the cockpit control setting. Medical and Pathological Information The San Diego County Medical Examiner's Office conducted the post mortem and toxicological examinations on the pilot. The pathologist did not note any condition or disease which would have affected the pilot's ability to perform his duties. According to a San Diego County medical examiner investigator, the toxicological examinations were negative for carbon monoxide, drugs, and alcohol. Additional Information The Safety Board released the wreckage to Ramona Aircraft Salvage, the aircraft retriever, Ramona, on March 13, 1996. The wreckage was located at Ramona Aircraft Salvage facilities when it was released.
the pilot's continued VFR flight into instrument meteorological conditions which resulted in an inadvertent stall/spin. The pilot's inadequate preflight/preparation, low clouds, fog, and mountain obscuration were factors in the accident.
Source: NTSB Aviation Accident Database
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