Lake Havasu, CA, USA
N6111C
Beech A36
The aircraft collided with hilly desert terrain 8 miles west of the destination airport after encountering instrument meteorological conditions. The pilot did not hold an instrument rating. Radar information was obtained, tracking the departing airplane's target at a takeoff time of 1703:34 from El Monte, California. The recorded route of flight of the eastbound target continued up to the last radar return at 1832:31, at a Mode C altitude of 8,300 feet mean sea level (msl) (7,000 feet above ground level (agl)). The highly fragmented and burned wreckage was found about 1/2-mile west of the last recorded radar position spread out over a 130-foot-long debris field on a magnetic heading of 160 degrees. According to the Unicom operator, about 1815, a light rain storm with some lightning passed through the airport traffic area, moving approximately southeast to northwest (toward the accident site), and clearing about 1825. About 1821, an unidentified aircraft called the Unicom operator and the pilot asked about the weather. The operator provided the weather from the Automated Weather Observation System (AWOS) monitor screen, and asked the pilot where the aircraft was coming from. The pilot responded "L.A. area, 35 out at 8,500," and reported that he could see Bullhead City, Arizona, off his left wing. The pilot asked for the runway in use, and the operator gave "32 left traffic." About 1825 to 1827, a call came over the Unicom radio stating "Hey Unicom I'm in trouble." There were no responses to several calls from the Unicom operator. At 1815 , the AWOS was reporting 3,000 feet scattered, 4,000 broken, and 11,000 overcast. The wind was 330 degrees at 12 knots gusting to 23 knots. Using radar, satellite imagery, and upper air soundings, a meteorological analysis found that visual conditions generally existed along the airplane's route of flight until the immediate area of the accident site where merging cloud layers were present, with bases at 300 feet agl and tops to 22,000 feet. Light rain showers likely existed at the accident site.
HISTORY OF FLIGHT On November 13, 2004, at 1832 Pacific standard time (PST), a Beech A36, N6111C, collided with hilly desert terrain at Havasu Lake, California. The pilot/owner operated the airplane under the provisions of 14 CFR Part 91. The private pilot and a passenger sustained fatal injuries. The airplane was destroyed in the ground collision sequence and post impact fire. Marginal visual meteorological conditions prevailed at the accident site, and no flight plan had been filed. The flight departed El Monte Airport, El Monte, California, at 1703, en route to Lake Havasu (HII), Arizona. The flight became the subject of a family concerned possible missing aircraft report (ALNOT). The aircraft was located on November 17th about 8 miles west of Lake Havasu. According to the Unicom operator, about 1915 mountain standard time (MST), a light rain storm with some lightening passed through the airport traffic area, moving approximately southeast to northwest, and clearing about 1925. About 1917, an unidentified aircraft called "Lake Havasu Traffic." About 1921 MST, an unidentified aircraft called "Lake Havasu Unicom," and the pilot asked about the weather. The operator provided the weather from the Automated Weather Observation System (AWOS) monitor screen, and asked the pilot where the aircraft was coming from. The pilot responded "L.A. area, 35 out at 8,500," and reported that he could see Bullhead City, Arizona, off his left wing. The pilot asked for the runway in use, and the operator gave "32 left traffic." About 1925 to 1927 MST, a call came over the Unicom radio stating "Hey Unicom I'm in trouble." The Unicom operator overheard a female voice in the background. There were no responses to several calls from the operator. At 1929, the operator notified the manager, and he made notification to the Los Angeles Air Route Traffic Control Center and the Federal Aviation Administration (FAA) Prescott Flight Service. No emergency locator beacon was heard. At 1915 MST, the Lake Havasu AWOS was reporting 3,000 feet scattered, 4,000 broken, and 11,000 overcast. The wind was 330 degrees at 12 knots gusting to 23 knots. Radar information was obtained, tracking the departing airplane's target at a takeoff time of 1703:34 PST from El Monte. The airplane was equipped with a radar transponder with Mode C altitude reporting. The airplane was squawking a visual flight rules code of 1200. The recorded route of flight of the target continued up to the last radar hit at 1832:31 PST, at a Mode C altitude of 8,300 feet mean sea level (msl) (7,000 feet above ground level (agl)). At 1711, the pilot contacted the FAA Flight Watch. The airplane was climbing from 2,500 to 10,500 feet en route to HII; the pilot requested turbulence en route. He was provided a Pirep over BNG for moderate turbulence at 12,000. He was provided an Airmet for occasional moderate turbulence over Arizona. He was advised of precipitation echoes in the vicinity of, and east of, LHU. PERSONNEL INFORMATION The pilot held a private pilot certificate and was rated for airplane single engine land airplanes. At the pilot's last recorded third-class flight physical he reported a total flight time of 950 hours, with 80 hours in the last 6 months. AIRCRAFT INFORMATION Examination of the airplane records revealed the last annual inspection occurred on September 17, 2004, at 5,119.53 total flight hours. Compliance with FAR 91.411, static system/altimeter and 91.413 ATC transponder checks had been complied with on September 16, 2004. METEOROLOGICAL INFORMATION The satellite imagery indicated that visual flight rules (VFR) conditions were present along the accident airplane's route of flight, except in the immediate vicinity of the accident. Weather observations from the Lake Havasu City, Arizona, Automated Weather Observing System-3 (AWOS-3) indicated visual meteorological conditions (VMC) were present at the destination airport from prior to the airplane's takeoff through the airplane's accident time. However, beginning at 1755, the AWOS-3 showed cloud layers at the airport thickening and lowering. At 1815, the AWOS-3 reflected a minimum cloud condition of scattered 1,100 feet msl (300 feet agl); broken 4,800 feet msl (4,000 feet agl); overcast 11,800 feet msl (11,000 agl); and a visibility of 5 miles. According to the Unicom operator at the airport, a light rain shower with some lightening was moving through the area at the time. WRECKAGE AND IMPACT INFORMATION A path of ground scars and wreckage debris was found in the low rolling desert terrain over a distance of 130 feet. All of the aircraft was present in the debris field. The first identified point of contact contained fragments of the left (red) navigation light lens and the pitot tube/mast assembly. All three propeller blades exhibited chordwise scratches, leading edge damage, and torsional twisting. The wreckage path was measured to be 160 degrees magnetic over the terrain. A post crash fire consumed portions of the airframe. At the initial point of ground contact a desert Greasewood shrub was disturbed. At 21 feet from the initial point of impact (IPI), the pitot mast from the left wing was found, followed by propeller blades A) at 33 feet; B) at 51 feet; and C) at 63 feet from the IPI. The right wing flap was located at 87 feet. The fuselage, right wing, and engine were located about 102 feet. The empennage was found at 108 feet with the left wing about 129 feet. Limited instrument readings were obtained. The altimeter barometric reading was indicating 29:92 inHg; airspeed needle was impact marked at 165 knots; and the instrument vacuum pump appeared to be functional with a good drive coupling. MEDICAL AND PATHOLOGICAL INFORMATION On November 19, 2004, the San Bernardino County, California, medical examiner performed an autopsy on the remains of the pilot. Limited samples of tissue were harvested for toxicological analysis by the FAA Civil Aeromedical Institute, Oklahoma City, Oklahoma. The samples were never delivered to the Institute for the process. ADDITIONAL INFORMATION The Safety Board did not take possession of the wreckage. The wreckage was inspected at the accident site.
the pilot's continued visual flight into instrument meteorological conditions leading to spatial disorientation and an in-flight loss of control.
Source: NTSB Aviation Accident Database
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