N8749A

On July 11, 2015, about 1600 Pacific daylight time, a Beechcraft A35, N8749A, was destroyed when it impacted terrain while maneuvering near Mazama, Washington. The private pilot and one passenger were fatally injured. The second passenger sustained serious injuries. The airplane was registered to, and operated by, the pilot as a 14 Code of Federal Regulations (CFR) Part 91 personal flight. Visual meteorological conditions prevailed for the cross-country flight, and no flight plan had been filed. However, instrument meteorological conditions were reported near the accident site. The flight originated from Red Eagle Aviation (S27), Kalispell, Montana, about 1415 mountain daylight time, with an intended destination of Lynden Airport (38W), Lynden, Washington.

On July 11, 2015, an Alert Notification (ALNOT) was issued for the accident airplane. On July 13, 2015, a surviving passenger was located on Highway 20 near Easy Pass Head Trail, Skagit County, Washington. In a verbal statement provided to Okanogan County Sheriff's Department, she reported that she and her grandparents were flying from Montana. During the flight, the weather deteriorated, and the airplane flew into clouds. When the airplane exited the clouds, she saw a mountain in front of the airplane. The airplane impacted terrain, and a post-accident fire ensued. The surviving passenger attempted to extract the pilot and the other passenger from the wreckage, but she was unsuccessful. On July 14, 2015, the Skagit County Sheriff's Department located the wreckage about 16 miles west of Mazama.

In an interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the surviving passenger stated that the pilot, the other passenger, and she were scheduled to leave Kalispell on July 11 about 0700 mountain daylight time. However, their departure was postponed due to bad weather. Instead, the airplane departed about 1400, and was scheduled to arrive in Lynden around 1630. About 1.5 hours into the flight, the survivor observed increased cloud coverage and strong turbulence. To stay out of clouds, the pilot kept descending. After the airplane flew through a first cloud, the pilot executed a sharp left turn to avoid a collision with the mountainous terrain. He continued to fly through the mountain pass using a freeway below to navigate. Shortly after, the airplane entered a second cloud. At that time, the other passenger was using a pilot's tablet to assist with navigation, but she accidentally turned it off. Moments later, the surviving passenger observed trees directly in front of the windshield. The pilot pulled back on the yoke to try and gain altitude, but the airplane impacted terrain.

While they were flying in the clouds, the survivor stated that she was not able to see above or below the airplane. There was no direct sunlight, and she did not have a visual contact with the ground. The moisture was accumulating on the windshield and windows, and droplets of moisture were appearing to be moving backwards. After she egressed the airplane and throughout a descent down the mountain, the survivor observed that the vegetation and soil were wet.

The survivor stated that the pilot had purchased the tablet that was used during the accident flight just a few days prior to the accident. She said that the app that was used to navigate seemed very basic, and it was only projecting an aerial view of the earth surface underneath the airplane.

PERSONNEL INFORMATION

The pilot, age 62, held a private pilot certificate with a rating for airplane single-engine land. A third-class airman medical certificate was issued on October 14, 2013, with the following limitation: must have available glasses for near vision. During the last medical examination, the pilot reported flight experience that included 242 total flight hours and 0 hours in last 6 months. During the investigation, the pilot's logbook was requested; however, it was not provided to the IIC and, therefore, was not available for review.

AIRCRAFT INFORMATION

The four-seat, single-engine, low-wing, retractable landing gear airplane, serial number D-2171, was manufactured in 1949. It was powered by a Continental Motors E-225-8 engine, serial number 900601-OH, rated at 225 horsepower. The airplane was also equipped with a Hartzell two bladed adjustable pitch propeller. During the investigation, the maintenance records were requested; however, they were not provided to the IIC and, therefore, they were not available for review.

METEOROLOGICAL INFORMATION

A NTSB staff meteorologist prepared a factual report for the area and timeframe surrounding the accident.

The National Weather Service (NWS) Surface Analysis Chart for 1700 depicted a low pressure center to the southeast of the accident site. A trough extended south from British Columbia through central Washington to the east of the accident site and into Oregon. Station models depicted wind in the region to range from 5-15 knots with variable direction. Observations were scarce in the mountainous regions.

WSR-88D Level-II weather radar imagery from Seattle/Tacoma, Washington (ATX), located about 73 miles west-southwest of the accident site at an elevation of about 370 feet, depicted some discrete areas of light (with some moderate) reflectivity in the accident region. A loop of the radar imagery indicated these areas of reflectivity were moving from the south (generally), and appeared consistent with patterns of rain.

A North American Mesoscale (NAM) model sounding depicted that the wind between the surface and about 8,000 feet was from the west at about 5 knots. Above this level through 10,000 feet, the wind backed to a south wind, and remained relatively light. Relative humidity was greater than 90 percent between about 6,000 and 11,000 feet.

There were no publicly disseminated pilot reports made within 2 hours of the accident time below FL200 within the accident region.

The satellite imagery identified cloudy conditions over the accident location, with infrared cloud-top temperatures varying between approximately 0 degrees C and -6 degrees C in the vicinity of the accident site. When considering the NAM model sounding, 0 degrees C and -6 degrees C corresponded to heights of approximately 12,700 and 16,000 feet, respectively. These figures have not been corrected for any parallax error.

An Area Forecast issued at 1245 and directed toward the Cascade Mountains of Washington forecasted broken clouds at 9,000 feet, with clouds tops to FL220, widely scattered light rain showers, isolated thunderstorms with light rain, and cumulonimbus cloud tops to FL360.

The complete weather report is appended to this accident in the public docket.

A review of recorded communication between the pilot and the Lockheed Martin Flight Service Station (FSS) revealed that on July 11, 2015, at 0439, the pilot called to obtain a weather brief and to file a VFR flight plan for the 0700 takeoff time. The briefer informed him that there was a Convective Significant Meteorological Information (SIGMET) that was in effect from 0555 until 0955 for the northern Idaho and Sawtooth Mountain Range, and Airmen's Meteorological Information (AIRMET) Sierra valid from 0600 until 1500 for mountain obscuration by clouds and precipitation. The pilot was also advised of Temporary Flight Restrictions (TFRs) due to forest fires and smoke in the area. During the conversation, the pilot disclosed that he had recently acquired a new tablet, and that he was still learning how to use it. He also acknowledged that he was not able to fly instrument flight rules (IFR) if needed. At 0458, the pilot decided to postpone his departure time.

At 1210, the pilot called the FSS for a second weather brief. The brief indicated an AIRMET Sierra in effect for mountain obscuration across the Northern Cascades, Convective SIGMET outlook along the route, and an AIRMET for icing in the Western Cascades for altitude starting at 13,000 feet above ground level (agl). The briefer reported a surface drop through the Omak, Washington, as well as the off shore area, and indicated that the air mass for the day looked fairly moist and unstable. The briefer stated that an area forecast for Continental Divide and westwards indicated a ceiling broken at 7,000 feet agl, overcast at 10,000 feet agl, widely scattered light rain showers, and isolated thunderstorms with light rain. After 1400, the forecast indicated scattered light rain showers and widely scattered thunderstorms with light rain. The briefer further stated that the forecast for Idaho Panhandle indicated a ceiling broken at 7,000 feet agl, overcast at 10,000 feet agl, widely scattered thunderstorms, and light rain showers. For the area south of Cascades, the forecast indicated a ceiling broken at 10,000 feet agl, wide and scattered light rain showers, and widely scattered thunderstorms with light rain. For the second time, the briefer mentioned the AIRMET for mountain obscuration through the western Rockies and northern Idaho Panhandle, and indicated that he would not recommend flying in any sort of higher terrain if it was obscured.

The complete weather brief transcripts are appended to this accident in the public docket.

WRECKAGE AND IMPACT INFORMATION

The accident site was located on the side of a mountain slope at an elevation of 5,255 mean sea level (msl). The airplane wreckage was spread along a 130-ft-long upsloping path through a forest of Subalpine fir trees on a 030-degree magnetic heading. The first point of impact was a Subalpine fir tree that was broken off about 100 feet above the ground. The airplane's left wing tip tank, a section of the left outboard wing, and the left aileron were found about 40 feet from the first impact point resting on the ground, and they were separated from the inboard wing section at the pitot tube. All of the components exhibited signatures consistent with impact damage. Pieces of cut wood, bro...