TOPANGA, CA, USA
N8276M
Cessna 210K
The noninstrument-rated pilot was familiar with the Los Angeles basin area. The weather was overcast with tops reported in excess of 5,600 feet. The pilot was receiving radar flight following service as he descended in a southerly direction toward his destination, and he informed the controller that he was 'looking for a hole.' The pilot then requested a special VFR clearance through the clouds; a request which was denied by the controller. Upon reaching 6,000 feet, he headed toward the ocean, informed the controller that he observed a 'little hole,' and requested that the controller monitor his progress 'in case I do have to go in.' The controller advised the pilot to maintain VFR. The pilot continued descending and reported that it was hazy, he was still VFR, and he thought he could make it. At 1211:47, the controller informed the pilot that he would be losing radar coverage because the airplane was descending below the mountain range. The pilot acknowledged the transmission at 1211:55. Radar data indicated at the time the airplane was descending through about 2,700 feet; its ground speed was 163 knots; and it was tracking 103 degrees toward the airport. Thirteen seconds later radar contact was lost. The airplane impacted the mountainside at 2440 feet, on a 101-degree bearing and 10 miles from Santa Monica, in a nearly level, 20-degree banked turn. A patrolling sheriff's officer indicated that at the time clouds obscured the mountainside.
HISTORY OF FLIGHT On June 12, 1997, at 1212 hours Pacific daylight time, a Cessna 210K, N8276M, owned and operated by the pilot, descended into mountainous terrain approximately 2 miles west of Topanga, California. Instrument meteorological conditions existed in the vicinity of the crash site, and no flight plan was filed. The airplane was destroyed by impact forces and ground fire. The noninstrument rated private pilot was fatally injured. The personal flight originated from Visalia, California, around 1110. According to the Federal Aviation Administration (FAA), during the flight the pilot had requested and received visual flight rules (VFR) radar flight following service. The airplane was assigned a discrete transponder code and was identified on radar. As the pilot approached the San Fernando Valley area, he was communicating with radar controllers from the Southern California Terminal Radar Approach Control Facility (SCT). In summary, between 1152 and 1153 the pilot indicated to controllers that he was slowly descending through 11,300 feet mean sea level (msl), his destination was Santa Monica (airport), and he was "looking for a hole." (The airplane's altitude is based upon the pilot's voice transmissions of his barometric altitude, and on automatic transmissions from the airplane's Mode C equipped transponder.) During subsequent communications, the pilot indicated to controllers that he was descending through 10,000 and 7,500 feet msl at 1154 and 1157, respectively. At 1201:45, a controller asked the pilot ". . . are you going to be able to get down below the clouds sir?" The pilot replied ". . . doesn't appear so can I get a special VFR through it." The controller replied that he was unable to provide the pilot with the requested clearance and stated ". . . I can give you an IFR clearance through the clouds if you like." The pilot responded that he was not an IFR pilot. In summary, the pilot continued descending and the following additional communications occurred between the pilot and the controller. Between 1202 and 1205, upon reaching about 6,000 feet msl, the pilot indicated that he desired to see what the Pacific Ocean looks like. He also stated that ". . . I've got a little hole to my uh left if you can follow me through un in case I do have to go in uh IFR." The controller responded to the pilot that he needed to maintain VFR, and the pilot indicated that he desired to look for a better hole. At 1208:25 the airplane was at 5,900 feet, and the pilot reported ". . . I've got some holes here . . . I wanna . . . attempt to get through the holes I think I can make the holes." At 1208:33, the controller responded "okay seven six a mike that's approved." The pilot replied to the controller "seven six mike thank you for the help." Two minutes later, the controller asked the pilot ". . . how ya doin out there." The pilot answered at 1210:25 by stating "I think pretty good it's uh hazy but uh im im im still VFR. At 1211:33, the airplane descended through 3,400 feet, and the controller stated to the pilot ". . . looks like you're below the clouds there is that okay." The pilot responded "uh negative I'm not uh I'm just about but not quite uh uh I'd like to have you stay with me for another five minutes. . . ." The controller responded at 1211:47, and stated "okay I'll follow you along as long as I can you're getting below the mountains there the Santa Monica mountains so I tend to lose radar coverage out there." The pilot replied to the controller at 1211:55 "uh okay seven six mike thank you." This was the last recorded communications with the pilot. At the time, the airplane was descending through approximately 2,700 feet. About 1212:08, radar contact with the airplane was lost at an altitude of approximately 2,500 feet. The airplane's last recorded position was approximately 34 degrees 05 minutes 15.2 seconds north latitude, by 118 degrees 38 minutes 18.3 seconds west longitude. During the last few seconds of recorded flight, the radar data showed that the airplane's ground speed was 163 knots, and its ground track was 103 degrees magnetic. PERSONNEL INFORMATION No flight records or logbooks were found in the charred wreckage. The FAA reported that, in October 1995 when the private pilot last applied for and was issued a third-class aviation medical certificate, the pilot indicated having a total flight time of 2,962 hours. The pilot did not possess an instrument rating. The pilot's recent flying experience and currency was not determined. Family members and acquaintances of the pilot reported that the pilot was very familiar with the southern California basic area. He had made numerous trips between residences in Visalia and Los Angeles. AIRCRAFT INFORMATION No maintenance logbooks were found in the wreckage, and none have been located. According to the owner of Dawn Patrol Aviation, Exeter, California, the airplane received its last annual inspection in March 1997. The airplane's total time was estimated at 2,275 hours, and the engine had about 275 hours since being overhauled. METEOROLOGICAL INFORMATION The pilot of an airplane, which departed from the Santa Monica Municipal Airport, reported at 1206 a "solid" sky condition existed over the area with cloud tops at 5,600 feet msl. At 1147, the Santa Monica Airport, elevation 175 feet msl, reported its surface visibility was 7 miles, and the base of the overcast clouds was at 1,700 feet above ground level (agl). At 1247, the Santa Monica Airport reported its surface visibility had decreased to 4 miles, drizzle and mist were present, and the base of the overcast clouds had lowered to 1,000 feet agl. Numerous mountainside homes were located within a 2-mile radius of the accident site. No witnesses reported observing the crash or the subsequent ground fire. A patrolling sheriff's department helicopter pilot reported that, about the time of the accident, clouds were obscuring the mountainside in the vicinity of the accident site. AIDS TO NAVIGATION According to FAA records of facility operations, all electronic aids to navigation pertinent to the airplane's route of flight were functional on the day of the accident. WRECKAGE AND IMPACT INFORMATION From an examination of the accident site and airplane wreckage, the airplane was found to have collided with mountainous terrain in the Cold Creek Nature Preserve area of the Santa Monica Mountains at an approximate elevation of 2,440 feet msl. The accident site coordinates are approximately 34 degrees 5 minutes 20.4 seconds north latitude, by 118 degrees 38 minutes 15.6 seconds west longitude. The accident site was less than 0.10 mile from the last position recorded by radar. The distance and magnetic bearing from the crash site to the Santa Monica Municipal Airport were about 10.25 nautical miles and 101 degrees. The airplane was found to have collided nearly parallel with the face of a mountain. The principal axis of wreckage distribution was observed along an approximate 132-degree magnetic track. Severed vegetation and ground scars were found on a 20-degree plane, which was nearly level with the horizon along the long axis of the disturbance. The airplane structure fragmented upon impacting the hillside's native vegetation, and wreckage was observed over a 90-foot-long path. Near the initial point of impact (IPI) the pitot tube and the left wing tip were located. The first and second of the three separated propeller blades were found about 35 and 53 feet from the IPI. The right wing tip was found about 60 feet from the IPI, and the main wreckage, including the engine, was found between 80 and 90 feet from the IPI. The third propeller blade was also located about 90 feet and 132 degrees from the IPI. The entire fuselage and cockpit were found fragmented and destroyed by impact forces and postimpact ground fire. Several congealed streamers of aluminum material were noted in the main wreckage area and oriented on the hillside in a downstream direction. Evidence of the fire appeared on both the left and right sides of the main wreckage. The engine and the tail section were found separated from the cockpit area and were located several yards away from the main wreckage. The tail section was observed intact and was mostly undamaged by the ground fire. All of the airplane's flight control surfaces were accounted for at the accident site. The continuity of the flight control system was confirmed between the forward portion of the empennage and the elevator/rudder assembly. MEDICAL AND PATHOLOGICAL INFORMATION On June 14, 1997, an autopsy was performed on the pilot by the Los Angeles County Coroner's Office. Toxicology tests were performed by the FAA. According to the FAA's Manager of Toxicology and Accident Research Laboratory, no ethanol was detected in submitted specimens. Fenfluramine was detected in muscle tissue at a level of 0.316 ug/ml. TESTS AND RESEARCH The wreckage was recovered and was further examined on June 18, 1997. The three propeller blades were torsionally twisted, leading edge gouged, and chordwise scratched. The blade tips were found curled and fractured. The vacuum pump's drive gear coupling was found destroyed by fire. No evidence of engine case puncture was observed. The crankshaft was rotated during which the continuity of the valve and gear train was confirmed. Thumb compression was felt on all cylinders except number 6 which was impact damaged. ADDITIONAL INFORMATION The entire airplane wreckage was released to the owner's assigned insurance adjuster on June 20, 1997. No parts were retained.
The pilot's failure to maintain proper VFR altitude over mountainous terrain obscured by clouds, and his intentional descent into instrument meteorological weather conditions.
Source: NTSB Aviation Accident Database
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