GREEN VALLEY, CA, USA
N7765C
NORTH AMERICAN T-6G
The CFI planned to check out his student, who was a foreign country airline pilot, in the North American T-6G. The CFI planned to fly in a northward direction to Lancaster, which required traveling over rising mountainous terrain. At departure, a broken ceiling existed with a 3,000-foot msl base. Witnesses observed the northbound T-6G flying below the clouds and maneuvering up a canyon. Seconds before the airplane made a 180-degree course reversal turn and impacted the side of a mountain, it was observed flying in a northward direction 100 to 200 feet over a home and just below the cloud bases. The visibility was estimated at 0.25 miles, and the crash site elevation was about 3,600 feet msl.
HISTORY OF FLIGHT On October 11, 1993, at an estimated 1310 Pacific daylight time, a North American T-6G, N7765C, collided into rising mountainous terrain during the performance of a 180-degree course reversal turn near Green Valley, California. The airplane was destroyed. The commercial certificated instructor and the commercial certificated second pilot, who was receiving a checkout in the airplane, were fatally injured. Instrument meteorological conditions prevailed in the vicinity of the accident site, and no flight plan was filed. The flight originated from the Van Nuys Municipal Airport, Van Nuys, California, on the day of the mishap at 1246. The accident airplane was based at the Van Nuys Municipal Airport. Prior to the instructor and student's takeoff, the instructor indicated to an acquaintance at the Condor Squadron that during the upcoming flight he planned to practice landings at the General William J. Fox Airfield in Lancaster, California. (The Fox Airfield is located about 35 nautical miles north of Van Nuys.) The Federal Aviation Administration (FAA) air traffic controller in the Van Nuys Control Tower reported that at 1244 the airplane's pilot indicated he was ready for takeoff and desired a downwind departure. The controller issued the pilot a takeoff clearance. At 1247, the controller informed the pilot that he could turn downwind. There were no further communications with the pilot. The airplane's route of flight between Van Nuys and the crash site, about 26 nautical miles to the north, was not determined. A witness, who was located about 1/2 mile south of the crash site, reported observing the airplane and hearing its engine operating. The witness stated that the airplane was flying an estimated 100 to 200 feet above the eastern side of the valley floor and was heading in a northeasterly direction up the canyon toward rising terrain. The witness further stated that within seconds he lost sight of the airplane in the low clouds, heard its engine increase in power, and then heard the "thud" of an impact. PERSONNEL INFORMATION Rear Seat (First) Pilot The rear seated pilot owned the accident airplane. He held commercial pilot and flight instructor certificates, and was rated to fly single-engine land airplanes and gliders. The following background information was obtained during an examination of available FAA and pilot flight time records: The pilot received his most recent rating in January of 1987, at which time he was issued an instrument rating. On the pilot's application form he indicated that his total flight time experience was 1,451.4 hours. In December of 1991, the pilot reported to the FAA on an application for an aviation medical certificate that his total flying experience was 2,500 hours, and that he had flown 175 hours during the preceding 6 months. When the pilot was issued his last aviation medical certificate in December of 1992, he reported that his total flying experience was 2,600 hours, and that he had flown 100 hours during the preceding 6 months. The pilot's personal flight record logbook was examined, and it contained entries through September 4, 1993. By that date, the pilot's total listed flight time was 3,184 hours, and his total actual instrument flight time was 25.4 hours. Also, during the 90-day period which preceded the accident, the pilot's logbook indicated he had flown for at least 71 hours, of which at least 64 hours were in the accident airplane. Between July 10 and September 4, 1993, the pilot's logbook indicated he had flown the accident airplane in actual instrument weather conditions for 0.5 hours. An acquaintance of the pilot located his personal appointment calendar. The acquaintance reported that the calendar bore an entry which indicated that on the accident date the pilot and another person (the deceased second pilot) were planning to fly together (see attachment). Also, the acquaintance verbally reported to the National Transportation Safety Board that he had spoken with the pilot prior to his departure from Van Nuys. The pilot had indicated he planned to check out the student in the T-6 airplane. Front Seat (Second) Pilot The front seated pilot, who was employed as a flight officer with Alitalia Airlines, held a U.S. commercial pilot certificate which was issued on October 2, 1990. The certificate was issued on the basis of the pilot holding a valid Italian License No. 7269. A logbook bearing the pilot's name was located and it indicated the pilot had in excess of 2,000 flight hours. The pilot had experience flying both light and transport category airplanes. AIRCRAFT INFORMATION An examination of the airframe and engine logbooks revealed that on October 6, 1993, the airplane received its last 100-hour inspection at a listed time of 1,301.2 hours. The engine's listed total time was also 1,301.2 hours. The Safety Board could not establish the number of hours the airplane had been operated between October 6 and October 11, 1993. METEOROLOGICAL INFORMATION At 1246, when the airplane departed from the Van Nuys Airport, elevation 799 feet mean sea level (msl), the airport's weather was reported, in part, as follows: Measured broken ceiling at 2,200 feet above ground level (agl), overcast ceiling at 3,700 feet agl, visibility 7 miles, and altimeter 30.10" Hg. One hour later, the broken ceiling had lowered to 2,000 feet agl. At 1246, the reported weather at the William J. Fox Airfield, elevation 2,347 feet msl, was reported, in part, as follows: Measured broken ceiling at 7,000 feet, visibility 20 miles, and altimeter 30.13" Hg. One hour later, the weather was reported, in part, as: Scattered clouds at 2,000 feet agl, and an estimated broken ceiling at 6,000 feet agl. The Safety Board received three statements from witnesses who reported observing what they believed was the accident airplane as it was flying in a northerly direction toward the crash site, and one statement (from two persons) regarding their observations of the weather following the crash. All of the witnesses reported that the sky was overcast. One of the witnesses, who provided a written statement, indicated that he held a commercial pilot certificate. At the time of his sighting, he was located between 10 and 15 miles south of the crash site. The witness reported that the airplane was flying in a northerly direction below clouds, and the visibility in that direction "...appeared to be far less than 1 mile...." Another of the witnesses, who also indicated he had piloting experience, reported that when he observed the airplane he had been located about 1/2 mile south of the crash site. The witness stated, in part, that when the northbound flying airplane passed over his residence there was an overcast ceiling at 100 to 200 feet agl, and the visibility was 1/4 mile. The witness stated that 1 or 2 seconds after the airplane passed his house he lost sight of it in the clouds. Then, he heard the sound of an impact. WRECKAGE AND IMPACT INFORMATION From an examination of the accident site and from witness statements, the airplane was found to have collided with estimated 30-degree upsloping mountainous terrain on the western side of the San Francisquito Canyon area, while in a left bank. The airplane structure fragmented upon impacting the brush-covered mountainside. Wreckage was found distributed over an estimated 100-foot-long path. There was no evidence of fire. The magnetic bearing between the initial point of impact (IPI) crater and the main wreckage was between 225 and 270 degrees. This direction was found to be nearly parallel with the face of the mountain. The crash site's elevation was approximately 3,600 feet msl, at 34 degrees 37.9 minutes north latitude by 118 degrees 24.6 minutes west longitude. Terrain west of the crash site rose to an approximate elevation of 4,600 feet msl. The crash site was about 11 nautical miles southwest (240 degrees, magnetic) of the Fox Airfield. The tailwheel was found at the IPI crater. Green colored glass from a wing tip navigation light was found a couple of feet from the IPI crater. The wings were found separated from the fuselage, and they were found to the southwest of the IPI crater (see the wreckage diagram). The right wing's leading edge and tip were found crushed in an aft direction. About 4 ounces of blue colored fuel was observed in the ruptured right fuel tank. The left wing was found bent in an aft direction. All of the airplane's flight control surfaces and components were accounted for at the accident site. The fuselage (main wreckage) was located to the southwest of the wings and was observed on a 175-degree magnetic heading in an approximate 30-degree nose-down attitude. (The hill's slope in this area was also about 30 degrees down.) The aft portion of the empennage was found separated from the fuselage. The elevators and rudder were found attached to the tail. The continuity of the elevator and rudder control cable system was established between these flight control surfaces and the cockpit. The engine was found separated from the firewall, and it was the farthest component away from the IPI crater (see the wreckage diagram). No evidence was observed of preimpact damage. The engine assembly was observed surrounded by oil-soaked vegetation. The No. 6 cylinder was found impact damaged and was separated from the engine. The No. 4 and 5 cylinders were found broken loose from their attachment studs. An examination was performed of the piston heads and cylinder walls. The heads were smooth, and no evidence of valve contact was observed. The on-scene FAA airworthiness inspector reported that the spark plugs from the No. 3 and 4 cylinders had characteristic signatures indicating normal wear. One propeller blade was found attached to the engine. The second blade was found at the IPI crater. Both blades were observed torsionally bent, and they bore scratches in a chordwise direction over most of their spans. The spinner was found crushed and accordioned in the direction opposite that of crankshaft rotation. MEDICAL AND PATHOLOGICAL INFORMATION On October 14, 1993, autopsies were performed on the two pilots in Los Angeles County. The deputy medical examiner noted that the 26-year-old pilot had been removed from the front seat of the airplane, and the 63-year-old pilot had been removed from the airplane's rear seat. Regarding the autopsy on the front seat pilot, the examiner's report did not indicate any finding of preimpact incapacitation or impairment that would have adversely affected the pilot's ability to operate the airplane. The listed cause of death was "multiple traumatic injuries." The FAA's Toxicology and Accident Research Laboratory manager reported that neither ethanol nor any other evidence of drug usage was found. Regarding the autopsy on the rear seat pilot, the examiner's report indicated the following findings: (1) Diffuse calcification of all three coronary arteries ("pipestem"); (2) Circumflex -- 85 percent occlusion proximally; (3) Left anterior descending -- 70 percent occlusion proximally; and (4) Right coronary -- 50 percent occlusion. The medical examiner concluded the autopsy by making the following statement: "From the anatomic findings and pertinent history, I ascribe the [pilot's] death to multiple traumatic injuries." The FAA's Toxicology and Accident Research Laboratory manager reported that no ethanol was detected in the pilot's blood or vitreous fluid. Acetaldehyde (33.000 mg/dl) was detected in the pilot's blood. Ethanol (12.000 mg/dl) was detected in the pilot's urine. No other drugs/chemicals were found. ADDITIONAL INFORMATION The entire airplane wreckage was released to the owner's assigned insurance adjuster on October 13, 1994. No parts were retained.
the CFI's failure to maintain the proper altitude while flying over mountainous terrain, and his inadvertent flight into instrument weather conditions. Contributing factors were the CFI's improper in-flight decision to fly at the low altitude and his misjudged evaluation of the weather.
Source: NTSB Aviation Accident Database
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