Warner Springs, CA, USA
N1587L
BEECH V35
A witness to the accident reported that the airplane went straight up, stalled, started to spin downward, and then dove straight toward the ground before pulling up. The witness stated that he watched the airplane do the same maneuver a second time, again going straight up, starting to spin downward, and then go straight down before impacting a field. The witness said that a few weeks prior to the accident he observed the accident airplane performing the same maneuvers. All flight control components were accounted for at the accident site. The airplane was equipped with a single control column with a single yoke, which is commonly referred to as a "throw-over yoke." The single control arm, to which the single yoke is attached, was observed separated from the control column; this precluded identifying which pilot was manipulating the controls at the time of the accident. Examination of the engine and airframe revealed no evidence of any preexisting mechanical anomalies.
HISTORY OF FLIGHT On December 20, 2008, about 1330 Pacific standard time, a Beech V35B, N1587L, was substantially damaged following impact with terrain while maneuvering near Warner Springs, California. The private pilot who occupied the left forward seat position, and the pilot-rated passenger who occupied the right forward seat position, were killed. Visual meteorological conditions prevailed at the time of the accident, and a flight plan was not filed for the local flight, which was conducted in accordance with 14 Code of Federal Regulations (CFR) Part 91. The flight departed the Chino Airport (CNO), Chino, California, about 1300. In a witness statement provided by the local county sheriff's department to the NTSB investigator-in-charge (IIC), a witness reported observing a red and white airplane in the area "conducting maneuvers." The witness stated that the airplane would go straight up, stall, start to spin, dive downward, and then pull up. The witness reported watching the airplane do the same maneuver [again], going straight up and then start to spin downward. The witness stated that he watched the airplane "… to see it pull out of it, but this time it did not. The plane went straight down, nose first, and crashed into the field." The witness revealed that although he couldn't be sure, he thought he heard the airplane's engine running before impacting the ground. The witness reported that a few weeks prior to the accident he observed what he thought was the same airplane doing the same "stall out maneuver." In a telephone interview conducted by the IIC, a pilot who occupied the hangar next door to the accident pilot reported that he flew with the accident pilot on somewhat of a regular basis, and that he had flown with him about a month prior to the accident. The pilot stated that the accident pilot would fly south in the area of the accident site, land at an airport in the region and have lunch, and then return to CNO. The pilot further stated that during all the times he flew with the accident pilot, he never witnessed the accident pilot ever do any low altitude maneuvers, or any maneuvers like stalls en route. PERSONNEL INFORMATION The first pilot, age 61, held a private pilot certificate with a rating for airplane single-engine land. The pilot also held a mechanic's certificate with airframe and powerplant ratings. The pilot listed on his most recent application for his airman's medical certificate, a total pilot time of 6,000 hours, with 175 hours flown in the previous 6 months. According to Federal Aviation Administration (FAA) records, the first pilot was issued a third-class medical certificate on January 28, 2008. The medical certificate had the limitation "holder must possess glasses for near and intermediate vision." The second pilot, age 58, possessed a private pilot certificate with a rating for airplane single-engine land. The pilot listed on his most recent airman's medical certificate, a total pilot time of 134.5 hours, with 0 hours flown in the previous 6 months. According to FAA records, the pilot was denied a renewal of his third-class medical certificate on September 6, 2008. AIRCRAFT INFORMATION The 1976 Beech V35B, Bonanza, serial number D-9865, was a low wing, all-metal, single-engine, V-tailed, four-place monoplane, equipped with a retractable tricycle landing gear. The airplane was also equipped with a six-cylinder, fuel-injected, horizontally-opposed, Teledyne-Continental Motors IO-550-BB (12) engine, serial number 248520-R, and a McCauley 3-bladed, all metal, constant-speed propeller. An extensive search for the airplane's maintenance records proved unsuccessful. The most recent annual inspection that could be documented was provided by a certified FAA airframe and powerplant mechanic, who had conducted the annual inspection on October 9, 2007. The airplane was equipped with a single control column with a single yoke, which is commonly referred to as a "throw-over yoke." The single control arm was observed separated from the control column during the onsite examination. As the position of the single control arm could not be determined at the time of the accident, the determination of which pilot was operating the controls was also rendered undetermined. METEOROLOGICAL INFORMATION At 1253, the Automated Surface Observing System (ASOS) at the Ramona Airport (RNM), Ramona, California, located about 28 nautical miles southwest of the accident site, reported wind from 300 degrees at 5 knots, visibility 10 miles, sky clear, temperature 14 degrees Celsius, dew point 4 degrees Celsius, and an altimeter setting of 30.13 inches of Mercury. WRECKAGE AND IMPACT INFORMATION The accident site was located about 12 miles northwest of Warner Springs. The airplane came to rest upright in a potato field on a measured impact and at rest magnetic heading of 275 degrees. The debris field covered an area about 100 feet in length and about 60 feet in width, on an east/west, north/south orientation respectively, which consisted entirely of fragmented pieces of Plexiglas. The airplane remained intact and there was no post crash fire. An onsite examination of the airplane by investigators revealed that continuity of all primary control cables (including the flaps) were confirmed from the cockpit to their respective flight control surfaces. Continuity of the elevator trim control cables were confirmed from the cockpit to the respective flight control trim surfaces. The elevator trim bridle cables were confirmed attached to the elevator primary cables. Both left and right wing fuel tanks were breached, with the smell of aviation fuel confirmed in the soft dirt in front of each fuel tank. The fuel selector valve handle, located forward of the pilot's seat, was in the right wing fuel tank position and the fuel selector valve was confirmed ported to the right wing fuel tank. All other ports (left wing fuel tank and off) were confirmed for correct operation and no blockage detected. Both wings were attached to their respective attachment mounts with the bottom skin of each wing compressed upward. The full wing span of the bottom surface of both wing's leading edges had diagonal buckling and compression upward and aft. Both wing tips were intact and remained attached to there respective wing. The empennage was intact. Both stabilizers remained attached to their respective fuselage attachments points. Both elevators were intact and remained attached to their respective hinges. The left and right elevator hinges were attached to their respective stabilizer aft spars. Both elevator trim actuators were dimensioned and found to be approximately 3/4 to 7/8 inches, which corresponds to 5 degrees to 0 degrees trim tab trailing edge down. All three retractable landing gear were confirmed to be in the retracted position and housed within their respective landing gear wheel wells. An examination of the airplane's engine controls revealed that the throttle was extended about 2 inches (PUSH OPEN), the mixture control was extended about 1 1/2 inches (PUSH RICH), and the propeller control was pushed in (PUSH HI RPM). An examination of the airplane's engine revealed that it had sustained impact damage to its lower side and remained attached to the airframe by various cable, lines and tubing. A detailed onsite examination of the engine could not be performed, which was scheduled for a later date subsequent to the recovery of the wreckage. Examination of the 3 propeller blades revealed that one blade was bent aft from the propeller hub, with the cambered face exhibiting chord-wise scratches near the hub. The second blade was bent forward from the mid-section to the tip, also with chord-wise scratches. The third blade was undamaged. MEDICAL AND PATHOLOGICAL INFORMATION Autopsies were performed on both pilots by the Office of the Medical Examiner, San Diego, California, on December 21, 2008. The medical examiner ruled the manner of death in both cases as "multiple blunt force injuries." Forensic toxicology was performed on specimens from both pilots by the Office of the Medical Examiner, San Diego, California. In both cases testing was negative for drugs and alcohol. TESTS AND RESEARCH An examination of the airframe's structure and engine revealed no pre impact failures or malfunctions, which would have precluded normal operation.
The failure of the pilot to maintain clearance from terrain during a low altitude maneuver.
Source: NTSB Aviation Accident Database
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