N7292W

HISTORY OF FLIGHT

On November 21, 2003, about 2100 Pacific standard time, a Piper PA-28-180, N7292W, collided with mountainous terrain 9 miles east of Big Bear City Airport, California. The airplane was a privately owned airplane operated by the Civil Air Patrol under the provisions of 14 CFR Part 91. The commercial pilot and single observer/crewmember sustained fatal injuries and the airplane was destroyed. Visual meteorological conditions prevailed and a visual flight plan had not been filed. The flight originated at Palm Springs Airport, California at 2028.

The two-man aircrew was participating in a Civil Air Patrol (CAP) search and rescue training exercise (SAREX) being held at the Palm Springs Airport over the weekend. The crew arrived in Palm Springs about 1730. They attended a class room training session. The group was informed that high winds were expected the following day and flying operations might be cancelled. The aircrew decided to return to their home base at Big Bear Airport instead of staying in Palm Springs for the night. The aircrew had commented to the CAP Incident Commander that they had experienced some moderate turbulence on the flight out of Big Bear severe enough to have their heads hit the cockpit canopy and toss a cell phone out of the passenger's shirt pocket.

Palm Springs Airport tower recorded that the airplane departed at 2028. The aircrew never returned to the Palm Springs Airport for the CAP Search and Rescue exercise (SAREX) the next day. The CAP notified the FAA of a missing airplane and the wreckage was located by the San Bernardino County Sheriff Air Support Unit at 1700, Saturday, November 22, on the north west slopes of Tip Top Mountain, at 6,900 feet.

No record was found of a weather briefing given to the pilot either under his name or the registration number of the aircraft.

PERSONNEL INFORMATION:

The pilot obtained his commercial pilot certificate with single engine land, multiengine land, and instrument airplane rating s on June 13, 1971. He received his Certified Flight Instructor Certificate on October 6, 1977. His third class medical was dated September, 2002. Examination of the pilots log book revealed that he had logged 2,640 total flight hours with 224 hours at night, 322 hours simulated instrument, and 30 hours multiengine.

Interviews with friends and family revealed that the pilot had lived in Big Bear for the last 3 years and was very familiar with the local flying area. Another pilot that had flown with the accident pilot said that he felt the pilot was a careful and conscientious pilot.

The passenger was not a rated pilot but was a current Civil Air Patrol member.

AIRCRAFT INFORMATION:

The four seat, low wing airplane was powered by a Lycoming O-360-A36A, 180 horsepower engine with a fixed pitch Sensenich propeller. The airplane and engine underwent its last 100 hour/annual inspection on July 1, 2003. At that time the airframe had a total of 4,364 hours, total engine time was 2,390 hours with 232 hours since major overhaul (SMOH).

The airplane was equipped with an Aztek 40 autopilot. A hand held GPS receiver was found at the accident site.

Airplane performance information available in the Piper Cherokee B Owners Handbook shows that at a max gross weight of 2,400 pounds and between 8,000 and 10,000 feet density altitude the airplane had a maximum climb performance of 360 to 410 feet per minute.

METEORLOGICAL INFORMATION:

The Safety Board performed a full meteorological study surrounding the day, time, and location of this accident. The full factual report is available in the official docket.

Meteorological Synopsis

The surface analysis chart shows an approximate 12-mb change in pressure across southern California, which resulted in strong westerly surface winds. Meteorological stations west of the accident site indicate calm winds at the surface with fog or mist, broken cloud cover, temperature and dew points in the mid 50's (degrees Fahrenheit), with a temperature-dew point spread of 1 degree F. Other coastal locations across southern California indicated westerly winds with overcast skies. The constant pressure chart depicted a long wave trough of low pressure extending over northern California and into the Pacific Ocean. The accident site was on the front side of the upper level trough with westerly winds.

Weather Advisories

AIRMET Sierra was active during the time of the accident and warned of IFR conditions and mountain obscuration over California

AIRMET Tango was active over portions of California, Nevada, Utah, Colorado, Arizona, and New Mexico, and warned of occasional moderate turbulence below 16,000 feet due to moderate-to-strong winds over rough terrain.

Pilot Reports

Numerous pilot reports (PIREPS) were recorded over southern California surrounding the time of the accident and reported turbulence and down drafts around 500 fpm.

Terminal Aerodrome Forecasts

Big Bear City Airport does not have a terminal aerodrome forecast (TAF) issued for the airport.

The departure airport of Palm Springs terminal aerodrome forecast issued at 2320Z (1530 PST) and valid from 0000Z to 2400Z (24 hours, 1600-1600 PST) expected between 0200Z (1800 PST) and 0800Z (2400PST) winds from 320 degrees at 10 knots gusting to 20 knots, visibility better than 6 miles, scattered cloud at 15,000 feet. At 0316Z (1916PST) the forecast was amended changing the winds between 0300Z and 0600Z (1900 to 2200 PST) to wind form 320 degrees at 15 knots gusting to 25 knots, wind temporary conditions to winds variable at 5 knots.

Mountain Wave Information

The RAOB mountain wave module was used to help identify the mountain wave activity over the region during the period. The 1600PST sounding on November 21, 2003, from San Diego (KMYF) indicated favorable conditions for mountain wave activity with the primary wave at approximately 19,000 feet, with several secondary waves. The lowest wave at 6,000 feet had a wavelength of 2.23 miles, amplitude of 551 feet, and a maximum vertical velocity of 568 feet per minute (fpm). The wave also had a potential for producing light to moderate turbulence.

The1600PST sounding from the next closest station at Mercury/Desert Rock (KDRA), Nevada, located 100 miles northeast of the accident site also confirmed favorable conditions for mountain wave activity. That sounding indicated the potential for a wave at 9,000 feet with a wavelength of 2.79 miles, amplitude of 717 feet, and a maximum vertical velocity of 1,185 fpm. This wave had a potential for moderate to severe turbulence.

Astronomical Information

Data collected from the U.S. Naval Observatory indicated sunset at Big Bear City to be 1640 PST and no moon illumination during the period between 1800 and 2300 PST.

AIDS TO NAVIGATION:

Big Bear Airport is serviced from the east by a GPS RWY 26 instrument approach. The final approach course is 256 degrees, a minimum altitude to start the approach is 9,600 feet at the initial approach fix, and a visual descent point is set at a minimum altitude of 8,600 feet, 5.1 miles from the airport. The glide slope angle is 3.34 degrees.

WRECKAGE AND IMPACT INFORMATION:

The San Bernardino Mountain Range runs roughly east-west. Big Bear City is located in a valley, at 6,748 feet, in the San Bernardino Mountains, and is surrounded by 8,000 to 9,000 foot mountain to the north and south and 7000 foot mountains to the east. To the northeast, east, and southeast of the San Bernardino Mountains is sparsely populated high desert terrain.

The airplane wreckage was located at 34 degrees 15.452 minutes North latitude and 116 degrees 41.723 minutes West longitude at 6,900 feet msl on a northeast facing mountain slope. The terrain was moderately populated with small cedar like pine trees and 12 foot high shrubs on a 30 degree sand and gravel slope. The ridge line directly above the wreckage elevation was 6,970 feet and the highest points to either side were about 7,200 feet, msl.

The wreckage debris field was 45 feet in length on a bearing of 220 magnetic. The debris field was designated by a gray ash colored area that extended 40 feet to the left, 10 feet to the right and descended down hill 45 feet from the main wreckage. Four distinct compact circular ground scars were identified along the western edge of the debris field extending from the furthest up hill centerline location radiating 12 and 13 feet down hill.

The main wreckage consisted of the empennage tail section, the engine, the propeller, and the melted down remains of the fuselage and wings. The first identified point of impact was the left position light and red lens fragments identified 45 feet east of the wreckage below a large brush like tree. The tree had a vertical split of broken branches above the red lens fragments. Plexiglas shards were distributed 10 to 15 feet away from the main wreckage along the lower northwestern side of the debris field. The engine was embedded slightly into the ground nose down with the propeller detached but inline with the engine centerline on a easterly bearing (up hill). A section of the outboard portion of the right wing was 8 feet up hill from the center of the main wreckage with a semicircular 6 inch diameter indentation perpendicular to its leading edge. Bush located in the middle of the debris field had no foliage, were dark gray in color, and branches extended vertically with no evidence of horizontal shearing or topping.

A 5 foot section of tail was the only remaining fuselage structure discernable. The empennage, vertical stabilizer, rudder, and stabilator had some discoloration along the leading edge but no structural damage was evident. The left stabilator fiberglass tip had become a white fiberglass cloth with no rigidity. The empennage section was charred black along the entire circumference of the structure, making the remaining 2 letters of the airplanes N number almost unrecognizable. ...