Blythe, CA, USA
N14UC
Beech V35
The solo private pilot was performing a personal visual flight rules cross-country flight at night in mountainous terrain. The flight entered the mountain range on a westerly course then diverted to the east due to encountering inclement weather. The air traffic controller handling the flight lost the airplane on radar and the pilot on radio communications. Several witnesses driving nearby reported that the airplane was flying close to the road at a steep angle before it impacted terrain and a postcrash fire ensued. Two witnesses added that it was dark night conditions, one reported high wind conditions, and another reported poor visibility during the time of the accident. A meteorological study of weather conditions about the time of the accident indicated the potential for reduced visibility conditions, moderate to severe turbulence, and moderate to severe mountain wave conditions. A review of weather provider data revealed that the accident pilot had not received a weather briefing before the accident flight. Postaccident examination of the wreckage revealed no preimpact anomalies that would have precluded normal operation. Based on the available information, it is likely that the pilot lost control of the accident airplane when the flight encountered reduced visibility, high wind, turbulence, and mountain wave conditions while flying in dark night conditions in mountainous terrain.
On November 25, 2019, about 1739 Pacific standard time (PST), a Beech V35 airplane, N14UC, was destroyed when it was involved in an accident near Blythe, California. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal cross-country flight. The pilot was returning to the Hemet-Ryan Airport (KHMT), Hemet, California, from his morning flight to the La Cholla Airpark (57AZ), Tucson, Arizona, and had refueled at the Gila Bend Municipal Airport (E63), Gila Bend, Arizona, during the return flight. The accident flight originated from 57AZ at about 1601 mountain standard time. A review of Federal Aviation Administration (FAA) radio communications revealed that the air traffic controller advised the pilot of earlier reports of moderate turbulence along the intended route of flight to KHMT and to use extreme caution. During the flight, the pilot queried about a better altitude, and the controller advised that “continuous light chop” had been reported at all altitudes. The pilot advised the controller that he was experiencing a “rough” ride, and then stated that he was turning around and intended to land at Blythe Airport (BLH), Blythe, California. Figure 1- Radar track and accident site According to archived FAA radar data, after the pilot maneuvered the airplane back to an eastbound heading, ATC personnel observed the airplane in a descent. The controller advised that they were no longer receiving the airplane’s Mode-C transponder’s altitude readout, and he asked the pilot if he was descending from 3,000 ft and if he was okay. The pilot stated that he had his “hands full” and requested landing information for BLH. The controller then pointed out a closer airport; however, the pilot stated he wanted to continue to BLH. The controller provided the pilot with information for BLH, advised him that radar contact was lost, and asked the pilot to state his altitude, to which he replied, “2,500 and climbing, going back to the [Interstate Highway] 10, I think I have a mountain in front of me.” The controller further instructed the pilot to report once he was established over Interstate Highway 10 (I-10). The pilot acknowledged the controller’s instructions, but radio communication was never re-established between the controller and the pilot. An FAA alert notice was issued, and, later that night, the fragmented wreckage was located by the Riverside County Sherriff’s Office about 3/4 mile south of I-10. It was found scattered across the terrain and partially burned. Several witnesses close to the accident site reported that, while driving on I-10, they saw the airplane impact terrain and become engulfed in flames. The witnesses reported seeing the silhouette of the airplane close to the road and coming down at a steep angle with no change or correction in the flight path. Two witnesses were close enough to see that the airplane descended in a nose-low attitude. Some witnesses reported seeing the airplane’s blue navigation lights, and others described a white or yellowish white light. Two witnesses reported that it was dark at that time, one reported high wind, and another reported poor visibility. METEOROLOGICAL INFORMATION A weather study by the National Transportation Safety Board revealed that upper air charts indicated very strong winds across the mountainous terrain in southern California. In addition to the strong mid- and upper-level winds, the surface winds were gusting to 25 to 35 knots about the time of the accident with a frontal boundary pushing southeastward across the accident site area, and visibility was reduced due to dust. The upper air sounding data indicated that moderate-to-severe mountain wave conditions were present at several altitudes. Pilot reports encountering these weather conditions reported severe turbulence, with one pilot report at 6,500 ft at 1302 PST reporting that “it was the worst turbulence experienced in his 15-year flying career.” In the area of the accident, there was a pilot report from an airplane that had a loss of 40 knots at 8,000 ft with moderate turbulence. A significant meteorological information advisory issued about 50 minutes before the accident flight departed warned of severe turbulence conditions, and another issued 15 minutes before departure warned of reduced visibilities due to blowing dust. In addition, there were airmen’s meteorological information advisories that warned of moderate turbulence. Los Angeles Center Weather Service Unit also issued a weather advisory at 1000 PST, which included a graphic of the forecast severe turbulence conditions with a meteorological impact statement and discussed these conditions in the air traffic control pre-duty weather briefing. Several other National Weather Service surface weather products warned of the surface weather hazards associated with these weather conditions as well. The accident pilot did not request or receive a weather briefing through the FAA contract automated flight service station provider Leidos. A search of archived ForeFlight information indicated that the accident pilot did not request a weather briefing via ForeFlight nor did the pilot view any static weather imagery using that service. However, the accident pilot did view airport information (either airport or weather information valid at those airports) from various airports along the proposed route of flight. There is no record of the accident pilot receiving or retrieving any other weather information before or during the accident flight. Astronomical data indicated that, at the time of the accident, it was past the end of civil twilight (1701 PST) and the moon was below the horizon (moonset was at 1614 PST). WRECKAGE AND IMPACT INFORMATION The wreckage was located at an elevation of about 770 ft mean sea level in desert terrain. The main fuselage came to rest on a heading of about 200°, and the initial impact point was indicated by a crater about 3 ft deep with ground scars similar in length to the wing leading edges. The left-wing impact location was identified from pieces of navigation light lens at the initial impact location and indicated that the airplane impacted the ground in an upright attitude. Figure 2 – View of wreckage site and impact crater An on-scene examination of the airplane revealed it was heavily fragmented and exhibited damage consistent with impact forces. Additional pieces of the fragmented airplane were found along a heading of about 170° for about 500 ft from the initial impact crater (see figure 3). All major airplane components were located at the scene. Figure 3 – View of the debris field Postaccident examination revealed no anomalies or mechanical failures or malfunctions that would have precluded normal operation. MEDICAL AND PATHOLOGICAL INFORMATION The Riverside County Sheriff’s Department’s Coroner Division, Perris, California, conducted an autopsy of the pilot. The autopsy found that the pilot’s cause of death was multiple blunt force injuries. Toxicology testing performed for the coroner’s office on the pilot’s muscle tissue was positive for ethanol at 0.06 grams per hectogram. A blood ethanol concentration of 0.06 grams per deciliter is considered impairing; however, postmortem production of ethanol does occur, and it is likely that some or all of the identified ethanol was from sources other than ingestion and did not contribute to this accident. The toxicology did not detect tested-for drugs of abuse in the muscle tissue.
A loss of control in flight due to the pilot’s decision to fly into a mountain range, at night, in conditions conducive to high wind, mountain waves, and turbulence.
Source: NTSB Aviation Accident Database
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