WARNER SPRINGS, CA, USA
N5629Q
Mooney M20C
The airplane collided with mountainous terrain covered with brushy vegetation. Examination of the engine and airframe did not reveal any preimpact anomalies. The coroner determined that the manner of death of the pilot was natural, resulting from atherosclerotic cardiovascular disease.
HISTORY OF FLIGHT On January 8, 2003, about 1100 Pacific standard time, a Mooney M20C, N5629Q, collided with terrain near Warner Springs, California. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The certified flight instructor pilot, the sole occupant, sustained fatal injuries; the airplane was destroyed. The personal cross-country flight departed Fullerton (FUL), California, at 1027, en route to Borrego Springs (L08), California. Day visual meteorological conditions prevailed at Ramona, California, the nearest reporting station, which was 25 nautical miles (nm) bearing 210 degrees from the accident site; the weather at the accident site was undetermined. No flight plan had been filed. The primary wreckage was at 33 degrees 22 minutes north latitude and 116 degrees 35 minutes west longitude. PERSONNEL INFORMATION A review of Federal Aviation Administration (FAA) airman records revealed that the pilot held a commercial pilot certificate with airplane single engine land, multiengine land, and instrument ratings. The pilot held a certified flight instructor certificate with ratings for airplane single engine land and instrument airplane. The pilot held a third-class medical certificate that was issued on September 5, 2001. It had the limitations that the pilot must wear corrective lenses for near and distant vision. No personal flight records were located for the pilot, and the aeronautical experience listed in this report was obtained from a review of the airmen FAA records on file in the Airman and Medical Records Center, Oklahoma City, Oklahoma. These records indicated a total time of 13,079 hours. AIRCRAFT INFORMATION The airplane was a Mooney M 20C, serial number 3104. Logbooks for the airplane were not recovered. An FAA certified airframe and powerplant mechanic with Inspection Authorization stated that he completed an annual inspection of the airplane on May 1, 2002, at a tachometer time of 1,600 hours. The engine was a Textron Lycoming O-360-A1D engine, serial number L-30679-36A. Records from Textron Lycoming indicated that they remanufactured the engine and shipped it to the owner in 1984. METEOROLOGICAL INFORMATION The closest official weather observation station was Ramona (RNM), which was located 25 nautical miles (nm) southwest of the accident site. The elevation of the weather observation station was 1,393 feet above mean sea level (msl). A routine aviation weather report (METAR) for RNM was issued at 1053. It stated: skies, few clouds at 4,600 feet, 6,000 feet scattered, 8,000 feet overcast; visibility 10 miles; winds from 100 degrees at 3 knots; temperature 55 degrees Fahrenheit; dew point 53 degrees Fahrenheit; and altimeter 30.10 inHg. A commercial rated glider pilot had been at the Warner Springs airport (about 200 degrees at 8 nm) for several hours. He estimated that at 1130, the winds were from the northeast at 21 to 25 knots, gusting to 41 knots. He noted lenticular clouds over the mountain peaks that were north of the airport. He estimated that the clouds were between 6,000 and 10,000 feet msl. WRECKAGE AND IMPACT INFORMATION The accident site was in mountainous terrain covered with brushy vegetation. The main wreckage, which consisted of all of the major components of the airplane, came to rest with the engine right side up pointing 340 degrees. The fuselage was inverted back over the engine. The first identified point of contact (FIPC) was broken limbs about 15 feet up in a tree, with blue and white paint shards at the base of the tree. The debris path curved left about 10 degrees over a distance of approximately 150 feet, generally along a magnetic bearing of 085 degrees. Red lens fragments were about midpoint of the debris field. These red fragments continued to the left wing tip fairing, which separated, and was about 20 feet from the left wing tip. Fire consumed the fuselage and empennage skins. Fire consumed the inboard sections of the wings next to the cabin and the wing sections surrounding the fuel tanks. The sections of wing skins that fire did not consume were white with blue accents. The outboard 3 feet of the left wing bent down about 75 degrees and was crushed aft. The right wing bent aft 10 degrees and down 40 degrees at midspan. The outer third of the wing bent aft an additional 15 degrees. The landing gear were in the up position. MEDICAL AND PATHOLOGICAL INFORMATION The San Diego County Coroner completed an autopsy. The coroner determined that the manner of death was natural, resulting from atherosclerotic cardiovascular disease. Contributing factors were hypertension and acute pyelonephritis. The FAA Toxicology and Accident Research Laboratory performed toxicological testing of specimens of the pilot. The results of analysis of the specimens were negative for carbon monoxide, cyanide, volatiles, and tested drugs. TESTS AND RESEARCH Investigators examined the wreckage at Aircraft Recovery Service, Littlerock, California, on January 14, 2002. Investigators slung the engine from a hoist and removed the top spark plugs from cylinders number 1, 2, and 4; they removed the bottom spark plug from cylinder number 3. All spark plugs were clean with no mechanical deformation. The spark plug electrodes were gray in color, which corresponded to normal operation according to the Champion Aviation Check-A-Plug AV-27 Chart. A borescope inspection revealed no mechanical deformation on the valves, cylinder walls, or internal cylinder head. The engine sustained thermal and mechanical damage. The turbocharger would not rotate; however, the blades were undamaged and investigators observed no foreign matter in the unit. Investigators established control continuity from the cockpit to the ailerons, and from the cockpit to the empennage for the rudder and elevators. Fire consumed the lower third of the rudder and the inboard sections of the horizontal stabilizers and elevators. One propeller blade bent 80 degrees forward starting at a point about 18 inches from the tip. The blade had trailing edge gouges and chordwise striations. The second blade sustained thermal damage, and the outboard half of the blade was not located. The remaining stub had molten metal at its tip. ADDITIONAL INFORMATION The Safety Board investigator released the wreckage to the owner's representative. .
the pilot's loss of control during flight as a result of incapacitation due to atherosclerotic cardiovascular disease.
Source: NTSB Aviation Accident Database
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