GILROY, CA, USA
N48737
Cessna 152
No record was found of the pilot obtaining a preflight or in-flight weather briefing. An AIRMET valid during the period of the flight forecasted mountain obscuration and IFR conditions in the accident area. The instrument rated pilot flew a visual flight rules (VFR) cross-country flight over mountainous terrain in marginal weather conditions. The aircraft collided with a coastal mountain ridge at the 1,940 foot level; the coastal mountain range was the last terrain feature before the pilot's destination. Review of the pilot's logbook revealed he lacked the recency of experience to fly in instrument meteorological conditions (IMC) under instrument flight rules (IFR). The accident site was obscured by low ceilings during the accident time and subsequently impeded search and rescue operations. Toxicology tests of the pilot's blood and urine detected theophylline (a drug commonly used to treat asthma) at levels of 2.2 mcg/ml and 22.5 mcg/ml, respectively. Also, undetermined levels of ephedrine and phenylopropanolamine (over-th-counter decongestants) were detected in his blood and urine, and an undetermined level of hydrochlorothiazide (a drug commonly used to treat high blood pressure) was detected in his blood.
History of the Flight On November 17, 1996, about 1545 hours Pacific standard time, a Cessna 152, N48737, collided with high terrain about 5 miles east of Gilroy, California. The airplane was destroyed and the certificated commercial pilot, the sole occupant, was fatally injured. The airplane was rented by the pilot from Inbound Aviation, San Jose, California, for the cross-country personal flight. The flight originated from Columbia, California, about 1500 and was destined for the Reid-Hillview Airport in San Jose, California. Instrument meteorological conditions existed in the hills east of Gilroy at the time. According to the pilot's family, the pilot was aware of the forecast adverse weather that existed along his route of flight. The pilot had made contingency plans for ground transportation in case he landed at another airport. The family reported the pilot overdue when he failed to telephone them. At 1827, the local wing of the Civil Air Patrol (CAP) was notified of an emergency locator transmitter beacon emanating from the area east of Gilroy. The CAP initiated a search but was hampered by low clouds, rain, and darkness. The airplane was located November 18, 1996, at 0820 after the weather had cleared. Pilot Information The pilot held a commercial pilot certificate, which was issued on December 29, 1977, with airplane ratings for single engine land and instruments. The most recent third-class medical certificate was issued to the pilot on November 21, 1994, and contained the limitation that correcting lenses be available for near vision while exercising the privileges of his airman certificate. The pilot indicated on his last application for a medical certificate he had a high blood pressure condition and was prescribed the medication Ziac. The pilot was taking one 5-milligram tablet per day for the condition. Not all of the pilot's personal flight records were located; however, the pilot's most recent logbook was recovered at the accident site. The logbook covered the period from June 23, 1987, up to the accident. According to the logbook, his total aeronautical experience consists of about 571.4 hours, of which 567.8 hours were accrued in single engine airplanes. Review of the logbook revealed in the past 6 months the pilot did not log any actual or simulated instrument flight time. In the preceding 90 and 30 days before the accident, the logbook lists a total of 14 and 4 hours flown, respectively. Meteorological Information The closest official weather observation station is San Jose International Airport, San Jose, California, which is located 26 nautical miles west-northwest of the accident site. The elevation of the weather observation station is 58 feet msl. At 1545, scheduled surface observation was reporting in part: sky condition and ceiling 3,500 broken; visibility 5 statute miles; temperature 66 degrees Fahrenheit; dew point 61 degrees Fahrenheit; winds 180 degrees at 5 knots; altimeter, 30.06 inHg. In addition, AIRMET Sierra update number 3 was issued at 1245 and valid to 1900 on the day of the accident. The AIRMET was forecasting mountain obscuration and instrument flight rules (IFR) conditions in the accident area. Review of FAA records disclosed no evidence that the pilot obtained either a preflight or in-flight weather briefing. Wreckage and Impact Information The Safety Board examined the wreckage on November 19, 1996, at the accident site, which was located at latitude 37 degrees 05 minutes 40.6 seconds north, and longitude 121 degrees 29 minutes 29.4 seconds west. The site was on the south western slope of a coastal mountain range and sparsely vegetated. The slope of the terrain was about 35 degrees. While traveling to the accident site, view of the wreckage site was intermittently obscured by the base of low overcast clouds in the area. The elevation of the accident site was about 1,940 feet msl. The initial impact point was in high vegetation and was marked with a 3-foot-wide ground disturbance and a 15-foot-long disruption in the shrubbery to the right of the initial impact point. Portions of the right wing tip were found at the end of the 15-foot-long disturbance in the shrubbery. A continuous ground disturbance was observed for a distance of 50-feet upslope, with uprooted vegetation noted. The aircraft came to rest inverted with the empennage and right wing supported by the vegetation. The bushes located downslope of the initial impact point were topped. One branch about an inch in diameter was cut straight and there was black paint transfer on the face of the cut. A level path was traced to upper tree limbs located about 200 feet away while sighting along the top of the cut bushes in a direction opposite of the wreckage path. The base of the trees was located at a lower elevation than the initial impact point. The propeller separated from the engine crankshaft flange and was found in shrubbery adjacent to the wreckage path between the airplane's initial impact point and place of rest. One blade of the propeller exhibited torsional twisting and bending. The other blade had chordwise scoring on the face. Both wings had leading edge compression buckling, which progressed further aft at the tips. The fuselage was buckled where the empennage was attached. The nose gear was separated from the fuselage and was found in the wreckage path. Control continuity was established for all flight controls and elevator trim. The flap jack screw was examined, and according to the airframe manufacturer's representative, the position corresponded to a flaps up setting. The elevator trim actuator push rod was found extended about 1.75 inches, which corresponds to a 5-degree tab up position. The engine was examined by the FAA inspectors with the assistance of the engine manufacturer after the wreckage was recovered. The engine's rotating and reciprocating parts were found continuous. Thumb compression was noted in all four cylinders. The spark plugs exhibited normal wear patterns and spark was produced by the magnetos when rotated by hand. There was no evidence of mechanical failure or malfunction found with the engine. Medical and Pathological Information A post mortem examination was conducted by the Santa Clara County Medical Examiner's Office on November 19, 1996, with specimens retained for toxicological examination. A pre-existing condition of severe arteriosclerosis was noted by the pathologist during the examination. According to the Federal Aviation Administration's Civil Aeromedical Institute's (CAMI) Aircraft Accident Research Team, the condition would not have incapacitated the pilot in this case. The toxicological specimens were sent to CAMI for analysis. The toxicological analysis revealed positive results for Ephedrine, Phenylopropanolamine, Hydrochlorothiazide, and Theophylline. The results for Ephedrine, Phenylopropanolamine, and Hydrochlorothiazide were not quantified. Theophylline was detected in urine and blood specimens and was quantified as 22.500 (ug/mL, ug/g) and 2.200 (ug/mL, ug/g), respectively. Wreckage Disposition The Safety Board examined the wreckage at the accident scene and did not take possession of any components. The disposition of the wreckage was left to the aircraft owner's representative who contracted Two Gene's Aviation, San Martin, California, to remove it from the private property.
flight by the pilot into into adverse weather conditions, and his failure to maintain altitude or clearance from mountainous terrain. The adverse weather and terrain conditions were related factors.
Source: NTSB Aviation Accident Database
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