Mt. Shasta, CA, USA
N4506J
Piper PA-28R-180
While in controlled flight, the airplane collided into rising, high mountainous terrain (CFIT) at the 11,850-foot mean sea level (msl) of Mt. Shasta, about 2,400 feet below the summit. Instrument meteorological conditions prevailed in the vicinity. Prior to departure, the pilot had received a weather briefing, and the weather conditions were essentially as forecasted. The cloud bases were between 7,000 and 8,000 feet msl, and the tops extended to 16,000 feet. The upper portion of Mt. Shasta was obscured by the clouds. As evidenced by the airplane's recorded radar track, after departure the pilot climbed to a cruise altitude of 11,500 feet. The pilot had a handheld GPS navigation system, the airplane was equipped with an autopilot, and he was familiar with the flight route. The flight track shown by the recorded radar data was consistent with a direct route between his departure and destination airports, and directly to the accident site. The accident site is in an extremely hazardous avalanche zone on the mountain and neither search and rescue climbers nor Safety Board investigators were able to reach the wreckage. Detailed aerial photographs were taken of the wreckage and reviewed. All aerodynamic surfaces were present at the site. Review of photographs showing the top and bottom surfaces of the airplane revealed no evidence of fire or engine oil leakage.
HISTORY OF FLIGHT On June 18, 2005, about 1353 Pacific daylight time, a Piper PA-28R-180, N4506J, owned and operated by the accident pilot, impacted upsloping high mountainous terrain on Mt. Shasta, California. The airplane was destroyed, and the airline transport certificated pilot was fatally injured. Instrument meteorological conditions prevailed in the vicinity of the accident site. No flight plan had been filed. The personal flight was performed under the provisions of 14 CFR Part 91. The pilot's last known departure location was the uncontrolled Willlows-Glen County Airport, Willows, California. The pilot departed Willows a few minutes prior to 1300. Earlier on June 18, the pilot had visited with family members located in San Diego, California. Members of the pilot's family reported to the National Transportation Safety Board investigator-in-charge (IIC) that the pilot departed with the intention of flying to the Bellingham Washington International Airport, Bellingham, Washington, which was his final destination and home base. En route to Bellingham, they anticipated that the pilot would land at least one time to refuel. According to the Federal Aviation Administration (FAA), no communications were recorded or services provided to N4506J following the airplane's 0831 departure from the Gillespie Field, San Diego. The pilot's route of flight to the next location where he landed in Northern California was not determined. A site worker located at the Willows-Glen County Airport (WLW) reported to the Safety Board investigator that, at 1230, the pilot purchased 32.84 gallons of 100 LL aviation fuel at the airport. The worker was unaware of the pilot's departure time from the airport. The Safety Board investigator directed that a search of recorded radar data be performed for radar tracks in the vicinity of WLW, which terminated in the vicinity of the Mt. Shasta accident site. One target was noted that progressed over this flight route. About 1300, an aircraft was noted within a few miles of WLW. The aircraft was climbing through 1,600 feet, as indicated by its Mode C altitude reporting transponder. The aircraft continued climbing while heading in a northerly direction toward Mt. Shasta, whereupon the track ended. (See the Safety Board's "ATC Radar Study" for additional details.) A search for the pilot/airplane commenced after the pilot failed to arrive in Bellingham. Bellingham is about 557 nautical miles (nm) north (347 degrees, magnetic) of WLW. Personnel at the United States Air Force Rescue Coordination Center in Langley, Virginia, reported to the Safety Board investigator that an emergency locator transmitter (ELT) signal was first received by satellite at 1522 on June 18. The ELT's transmission was from an area near Mt. Shasta. The Siskiyou County Sheriff's rescue coordinator subsequently reported to the Safety Board investigator that inclement weather precluded immediately locating the downed airplane. The general area was shrouded in clouds. On June 20, after the weather conditions improved, the airplane's wreckage was located about 11,850 feet mean sea level (msl) near the base of the Konwakiton Glacier in the Mt. Shasta Wilderness Area. The airplane's approximate location was 3,700 feet south-southeast of Mt. Shasta's 14,163-foot mean sea level (msl) peak. The direct distance and magnetic bearing between WLW and the accident site is about 113 nm and 349 degrees. No witnesses reported having observed the airplane approach or impact Mr. Shasta. PERSONNEL INFORMATION According to files maintained by the FAA, during the pilot's career he had been employed as a flight instructor and as a chief flight instructor. Also, he had been employed as an airline pilot. A review of the pilot's airman files revealed that he held the following certificates and ratings: airline transport pilot, airplane multiengine land, with commercial pilot privileges, airplane single and multiengine, instrument airplane. He also held a certified flight instructor certificate (gold seal) for airplanes, instruments, and multiengine. Additionally, he held an advanced and instrument ground instructor certificate. The pilot commenced primary flight training during the early 1970s. He had acquired all the above certificates and ratings by the mid 1980s. According to FAA airman records, by 1986 the pilot had recorded over 10,400 hours of pilot-in-command flight time. A corresponding examination of the pilot's FAA medical files indicated that on his last application for an aviation medical certificate, dated May 2004, he reported a total flight time of 11,850 hours. The pilot indicated having flown 60 hours during the past 6 months. The pilot's personal flight record logbook was not provided to the Safety Board investigator for examination. Members of the pilot's family indicated that it was not located. They reported that the pilot was familiar with the route of flight, and they knew he had flown over the route on numerous occasions. AIRCRAFT INFORMATION Maintenance Records. In pertinent part, a review of the airplane's maintenance records revealed that on November 1, 1996, an overhauled Lycoming engine was installed in the airplane. The engine's time was listed as "0" hours since major overhaul. The engine was a model IO-360-B1E, and its serial number was L-6701-51A. The airplane's maintenance logbooks also indicated that the last annual inspection was performed on May 10, 2005, at a recording tachometer time of 391.4 hours, which corresponded to an airplane total time of 5,905.5 hours. On this date, the propeller's total time was 180.6 hours. The last maintenance entry shown in the airplane's "Engine Log" was dated May 11, 2005. On this date the logbook indicates that the spark plugs were cleaned and gapped. The time on the airplane's recording tachometer was listed as 392.9 hours. The airplane's total time in service was listed as 5,880.1 hours. The maintenance entry bore the pilot's name and certificate number. Autopilot, Avionics and Tests. Members of the pilot's family reported to the Safety Board investigator that the accident airplane was equipped with an autopilot. Also, the pilot had his airplane equipped with a global positioning satellite (GPS) receiver mount, and an external antenna for the GPS receiver. The pilot owned a Garmin model 195 handheld GPS receiver. Regarding installed avionics, the airplane was equipped with a Narco MK-12D communication/navigation transceiver, a Narco model 890 distance measuring equipment (DME) receiver, and a standby vacuum system. The transponder, altimeter, and pitot-static tests were performed on May 11, 2004. METEOROLOGICAL INFORMATION At 0618, prior to commencing the flight and while the pilot was located at a family member's residence in southern California, he received a standard weather briefing from the Direct User Access Terminal Service (DUATS). The pilot's indicated route of flight was from the Gillespie Field (SEE), San Diego, to the Willows-Glen County Airport (WLW). The indicated route of flight was direct. The (direct) distance between SEE and WLW is about 478 nautical miles (nm). In pertinent part, the weather briefing indicated that visual meteorological conditions prevailed along the first portion of the flight route. North of WLW, in the Mt. Shasta area of northern California, a broken to overcast ceiling was forecast with bases between 7,000 and 8,000 feet above ground level (agl). Also, widely scattered rain showers were forecast. The forecast winds aloft for the Sacramento, California, area at 9,000 feet msl were from 170 degrees at 17 knots, and the temperature was +1 degree Celsius. At 12,000 feet msl, the forecast wind was from 230 degrees at 16 knots, and the temperature was -4 degrees Celsius. The closest aviation weather reporting facility to the accident site is located at the Siskiyou County Airport (SIY), Montague, California, at an elevation of 2,648 feet msl. SIY is located about 26 nm northwest (315 degrees, magnetic) of the accident site. In pertinent part, at 1356, SIY reported 10 miles visibility; broken ceiling at 8,000 feet agl; temperature/dew point of 14/04 degrees Celsius; and barometric pressure of 29.88 inches of mercury. The closest aviation weather reporting facility south of the accident site is at the Redding Municipal Airport (RDD), elevation 502 feet msl. In pertinent part, at 1353, RDD reported 10 miles visibility; scattered clouds at 5,500 feet agl; and an overcast ceiling at 7,500 feet agl. The temperature/dew point was 20/07 degrees Celsius. The Safety Board's staff performed a weather study regarding the meteorological conditions in the vicinity of the accident site. In part, the staff's specialist reported that an infrared image received from the Geostationary Operational Environmental Satellite (GOES-10) indicated that the radiative temperature at the accident location, at 1400, was about -16 degrees Celsius. Using upper air data from the North American Mesoscale Model, the resultant cloud top was 16,000 feet. At 1245, the National Weather Service issued an AIRMET (AIRman's METeorological Information) for a geographic area that encompassed the accident site. In part, the AIRMET indicated weather conditions could exist that may be hazardous to pilots operating under visual flight rules (VFR) in single engine, and other light aircraft. In part, the AIRMET stated that occasional moderate mixed icing was predicted in cloud and in precipitation between 7,000 feet and flight level 180. The freezing level was 7,000 to 10,000 feet. Also, mountains may be occasionally obscured in clouds. 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 in the vicinity of the accident site area. COMMUNICATION The FAA reported that after the airplane departed SEE, no evidence was found that any communications or services had been provided to the pilot. WRECKAGE AND IMPACT INFORMATION The accident site is located on Mt. Shasta, in the vicinity of the Konwakiton Glacier. The site is approximately 0.7 nm southeast of Mt. Shasta's peak, about 11,850 feet msl. Mt. Shasta's peak elevation is approximately 14,162 feet msl. The estimated global positioning satellite coordinates for the accident site are 41 degrees 23.921 minutes north latitude by 122 degrees 11.547 minutes west longitude, according to the Siskiyou County Sheriff's Department. Aerial photographs of the Mt. Shasta accident site were taken within days following the mishap, and were provided to the Safety Board investigator for review. All of the photographs were received from the Siskiyou County Sheriff's Department. The accident airplane appeared in an upright attitude. The wings and empennage were attached to the fuselage. The leading edges of the outboard halves of both wings and the stabilator, with its attached antiservo tab, appeared without apparent deformation. All of the flight control surfaces were observed attached to the airplane. The engine was observed attached to the firewall, and one propeller blade was noted in a position consistent with it being attached to the engine, although it was mostly covered with snow. The entire upper surface of the airplane appeared intact, and no accordion deformation signature was observed in an aft direction. The vertical stabilizer and rudder assembly appeared undamaged. No evidence of engine oil leakage/streaks on observable portions of the airplane's left side and upper surface was observed. According to the Siskiyou County Sheriff's Department, the accident site and airplane wreckage are located in an avalanche area, below a rocky outcrop laden with boulders. During the weeks following the accident, boulder tracks were observed in the snow around the vicinity of the airplane. Aerial photographs documenting the location and position of the airplane revealed that its left wing was initially intact, but days following the accident it was observed broken and bent in an estimated 90-degree direction upward. Additionally, the airplane's location moved downslope about 1,000 feet to about 10,800 feet msl. Also, the airplane was upside down. As of April 30, 2006, the airplane wreckage remains on the mountainside, and it has not been physically examined. MEDICAL AND PATHOLOGICAL INFORMATION The pilot was issued a third-class aviation medical certificate in May 2004. The only indicated limitation was that the "holder shall wear corrective lenses." On the medical certificate application form, the pilot indicated that he was taking blood pressure medication. The following medications were listed as currently being used: autenlo and hydroclavethiasid. The pilot's family provided the Safety Board investigator with a copy of the pilot's medical file from the Ferndale Family Medical Center, Ferndale, Washington. In part, the file lists medications prescribed for the pilot and the associated dosages. The following medications were listed for 2004: Lisinopril, Hydrochlorothiazide, Atenolol, and Allopurinol. TESTS AND RESEARCH Based upon recorded radar information, at 1347:45, the airplane was at 41 degrees 12.774 minutes north latitude by 122 degrees 09.267 minutes west longitude. The airplane's altitude, as reported by its Mode C altitude reporting transponder, was 11,500 feet. At the time of the last radar hit 5 minutes later, at 1352:45, the airplane was at 41 degrees 23.862 minutes north latitude by 122 degrees 11.838 minutes west longitude. The airplane's transponder altitude was 11,700 feet. During this 5-minute interval, the airplane's average ground speed was about 134 knots, and its magnetic track averaged 334 degrees. The last radar hit was within 1/4-mile of the accident site. As depicted by the radar track plot in the Safety Board's ATC Radar Study, during the pilot's flight from Willows to the accident site several course changes were made. The changes involved a few degrees of azimuth. The radar track is continuous for the subject airplane, from its initial climb near WLW to the vicinity of the impact site. The airplane's flight track nearly paralleled the direct course between WLW and Bellingham. FEDERAL AVIATION REGULATIONS In pertinent part, the FAA's basic visual flight rule weather minimums (14 CFR Part 91.155) for flying at or above 10,000 feet msl in the uncontrolled Class G airspace near Mt. Shasta requires pilots to maintain a flight visibility of at least 5 statute miles. Also, pilots are required to maintain at least 1 statute mile horizontally from clouds and 1,000 feet below clouds. (See the location of the accident site marked on the sectional aeronautical chart included as an attachment to this report.) ADDITIONAL INFORMATION Initial responders who overflew the accident site indicated to the Safety Board investigator that only one occupant was observed in the airplane. The occupant was located in the left side of the cockpit, and in the front seat. Following the accident a series of storms occurred in the area. The airplane was situated in an avalanche area, beneath outcrops of rocks. Sheriff's personnel reported observing what appeared to be tracks in the snow leading to and from the area where the airplane was located. The sheriff's personnel opined that one or more boulders had dislodged from the mountainside, and at least one impacted the airplane, which subsequently slid down the mountainside. The sheriff's personnel reported to the Safety Board investigator that because of the extreme avalanche danger, no recovery would be undertaken until the climatic conditions stabilized. As of May 9, 2006, neither the pilot nor the airplane has been recovered from the accident site. The Safety Board investigator has advised the AIG insurance company representative for the pilot that the Safety Board must be notified if the wreckage is recovered.
The pilot's continued cruise flight into instrument meteorological conditions, which resulted in the pilot's controlled flight into high mountainous terrain (CFIT).
Source: NTSB Aviation Accident Database
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