N4506J

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 ...