N3364C

HISTORY OF FLIGHT

On January 19, 1999, about 0445 hours Pacific standard time, a Beech F35, N3364C, was destroyed when it collided with high terrain near Chino, California. The non-instrument rated private pilot and three passengers were fatally injured. The airplane was owned and operated by the pilot's father, under the provisions of 14 CFR Part 91. The personal flight originated from the Corona, California, airport about 0440 and was en route to Lake Tahoe, California. Visual meteorological conditions prevailed, and no flight plan was filed.

The pilot and passengers, all off-duty firemen from the Corona Fire Department, were en route to Lake Tahoe for a snowboarding trip. A review of Federal Aviation Administration (FAA) airman records disclosed no evidence that any of the passengers held a pilot certificate. The pilot indicated to his father that their departure was planned for approximately 0430. No witnesses were found that saw the airplane depart.

There was no record of a weather briefing from a Flight Service Station, GTE DUAT, or DTC DUAT. A flight plan was not filed and there was no record of a request for any in-flight services.

Seven witnesses were identified who either heard, or saw portions of the accident sequence.

Witness No. 7 (see map) lives approximately 1 mile northeast of the Corona airport and heard an airplane, whose engine was sputtering badly, pass overhead shortly after 0400. Witness No. 6 lives approximately 1 mile southwest of the Corona airport and reported a loud airplane, with the throttle high, woke him up. He did not hear backfiring, but it was missing and coughing. He looked out his window and saw that it was dark and foggy. He had no sense of direction of flight, and did not note the time. However, he normally gets up at 0530 to get ready for work and noted that after watching television a very short while, it was time to start his normal routine.

Witnesses 1 and 2 called emergency services and a review of emergency records indicated the first call was at 0446:21. Witness 1 reported his alarm went off at 0440, and he first heard the airplane several minutes later. His bedroom window faced toward the area of the accident, less than a mile away. Witnesses 1, 2, and 3 lived closest to the accident site and reported hearing the airplane for between 1 and 2 minutes. The engine sounded smooth and they heard no indications of problems. Witnesses 1 and 2 thought the aircraft circled three or four times because the engine sound went through several cycles of stronger and weaker tones. The tones stayed in the same small area. Witnesses 1 and 2 heard the engine until they saw a distinct orange flash. They could see a glow in the sky and witness 1 could see the outline of the nearest foothill for another 10 to 15 minutes. Witness No. 4, who was in a car on the westbound 91 freeway, said he saw a fireball moving then a flash. He saw pieces on fire spread from the original flash and several pockets of flames continued to burn after the initial fireball subsided. Witness No. 5 was on the northbound 71 freeway, 1 mile east of the accident site, and reported it was clear and didn't appear foggy. He did not see or hear anything until he saw a bright flash and the valley on his left side light up. He observed a cylinder of intense blue orange flame that mushroomed; the light seemed to fade as it was still expanding. Witnesses 1 and 2 met as they walked into the foothills to investigate. As they walked the top of the hillsides, they reported the mist dispersed the beams of their flashlights and they could not see across the canyons.

Recorded radar data for the area of the accident site was reviewed. A secondary 1200 (VFR) beacon code was noted at a mode C reported altitude of 1,000 feet msl (mean sea level), 1 mile west of the Corona airport at 0442:09. As the target climbed, it initially headed westerly, then northwest, then westerly again. At 0443:09, the target displayed a mode C altitude of 1,800 feet and turned to the southwest. At 0443:33, the mode C reported 2,200 feet as the track commenced a 360-degree turn to the left. During the turn the mode C altitude increased to 2,300 feet, dropped to 2,200 feet, then increased to 2,500 feet at the completion of the turn. The target continued the left turn and completed the next 360 degrees of turn in 47 seconds; the mode C altitude at completion was 2,000 feet. The left turn continued, and the last target recorded was a primary return at 0445:20 without a mode C report. It's coordinates were 33 degrees 54 minutes 23 seconds north latitude and 117 degrees 39 minutes 35 seconds west longitude.

The accident site was 33 degrees 54.65 minutes north latitude and 117 degrees 39.75 minutes west longitude at 1,112 feet. A Safety Board computer program calculated this was approximately 3 miles, bearing 270 degrees, from the Corona airport (elevation 533 feet).

PERSONNEL INFORMATION

A review of FAA records revealed the pilot held a private pilot certificate with an airplane single engine land rating. The only pilot's logbook found covered the time period from November 1992 to May 1996, and included flight time from 0 to 379.1 hours. A review of this logbook disclosed 254.7 of those hours were as pilot-in-command, 24.6 hours were at night, and 1.7 hours were simulated instruments. An application for medical certificate dated November 20, 1996, listed total pilot time as 410 hours, with 40 hours flown in the previous 6 months. An application for a medical certificate dated October 14, 1998, listed total pilot time as 400 hours, with 40 hours flown the previous 6 months. An instructor was located who stated the pilot completed a biennial flight review on July 8, 1997. FAA records indicated a third-class medical certificate was issued on October 14, 1998, with no limitations or waivers.

AIRCRAFT INFORMATION

The airplane was a Beech F35, serial number D-4031. A review of the airplane's logbooks disclosed an annual inspection was completed on January 5, 1998. Total airframe time was listed as 4,617.2 hours at a tachometer time of 57.5. An entry dated November 13, 1998, noted the transponder was inspected "to FAR Part 43 Appendix F."

A Teledyne Continental Motors IO-520-MCBA engine, serial number 235421-R, was installed in the airframe. An entry in the engine logbook dated January 16, 1997 noted the engine was "repaired and assembled in accordance with Cont. IO 520 parts and overhaul manual." The engine was installed on N3364C on April 20, 1998, at a tachometer time of 57.5.

The logbooks noted the McCauley 2A36C23 propeller was installed on April 20, 1998. It had a total time since new of 1,818.2 hours.

An aircraft weight and balance report dated November 27, 1996 revised the airplane's weight and balance data sheet. It listed the new empty weight as 1,846.00 pounds, total moment of 145,589.20 inch pounds, and listed the empty weight center of gravity as 78.87 inches aft of the datum.

The Safety Board computed a range of gross weight and center of gravity locations for this flight. The pilot was found in the left front seat; however, the three passengers were ejected and could not be placed in specific seats within the airplane. The computation assumed that the heaviest passenger was in the right front seat, which would yield the most forward of the possible center of gravity locations. Department of Motor Vehicle records indicated the weight of the pilot was 180 pounds and the passengers were 185, 178, and 175 pounds. The San Bernardino County Coroner's office weighed all personal property recovered from the airplane and the surrounding scene; the total was 75.7 pounds. The last pilot to fly the airplane verified the airplane was full of fuel (60 gallons) prior to the flight. At 5.87 pounds per gallon, the fuel weight computed to 352.2 pounds. Placing the heaviest passenger in the front seat, total weight and center of gravity of the airplane at the start of this flight computed to 2,991.9 pounds at 87.67 inches aft of the datum. The Type Certificate Data Sheet stated the maximum certified gross weight was 2,750 pounds with a center of gravity range between 83.2 and 85.1 inches aft of the datum at that weight.

METEOROLOGICAL INFORMATION

A staff meteorologist for the Safety Board prepared a factual report, which included the following information on the weather for the departure area, anticipated route of flight, and destination. At the time of the accident, visual meteorological conditions prevailed at Chino Airport, located approximately 023 degrees at 4 nautical miles from the accident site. Chino was 5 nautical miles from the departure point. The airport/facility directory, southwest U. S., listed a field elevation of 650 feet for Chino. The Chino (KCNO) aviation routine weather report (METAR) issued at 0453 indicated: winds were calm; the sky condition was 1,100 feet overcast; mist; temperature 54 degrees Fahrenheit; dew point 48 degrees; and altimeter 30.17 inHg. A Safety Board software package determined sunrise was at 0652 and there was 4 percent illumination of the moon.

Ontario, California, elevation 943 feet, was located approximately 020 degrees at 9 miles from the accident site. The Ontario (KONT) METAR issued at 0453 stated: wind 180 at 3 knots; visibility 3 miles, mist, 800 feet overcast; temperature 52 degrees Fahrenheit; dew point 50 degrees Fahrenheit; and altimeter 30.15 inHg.

Riverside, California, elevation 816 feet, was located approximately 080 degrees at 11 miles from the accident site. The Riverside (KRAL) METAR issued at 0453 stated: wind calm; visibility 3 miles, mist, 700 feet overcast; temperature 54 degrees Fahrenheit; dew point 50 degrees Fahrenheit; and altimeter 30.15 inHg.

Fullerton, California, elevation 96 feet, was located approximately 260 degrees at 16 miles from the accident site. The Fullerton (KFUL) METAR issued for 0453 stated: win...