WPR13FA201

The pilot’s failure to maintain clearance from mountainous terrain during a night, visual descent to the destination airport, which resulted in controlled flight into terrain.

The airplane was approaching the destination airport in night, visual meteorological conditions. When the airplane was about 44 miles from the destination airport, which was located at an elevation of 4,722 ft mean sea level (msl) in a valley, the pilot contacted an approach air traffic controller and cancelled visual flight rules (VFR) flight-following services. No further communications were received from the pilot. Radar data showed that, at the time that the pilot cancelled flight-following services, the airplane was at an altitude of 11,800 feet msl. The radar track continued in a steady descent; the last radar return showed the airplane at 10,300 ft msl, 10 miles southeast of the accident site and directly in line with the destination airport. The accident site was located on a southeast-facing slope of a mountain about 200 ft below the top of the ridgeline. The airplane impacted terrain in a wings-level attitude, and a postimpact fire ensued. Postaccident examination of the airframe and engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. The pilot was descending the airplane at night over rural, mountainous terrain that provided few visual ground reference references; therefore, it is likely that he did not see the rising terrain as the airplane continued toward its final destination, which was at a lower altitude. Although there were reports of turbulence in the region and possible downdrafts near the accident site, the attitude of the airplane at impact is consistent with controlled flight into terrain.

The destination airport was Minden-Tahoe Airport (MEV), Minden. The airport is located in a valley at a field elevation of 4,722 feet msl. Investigators examined the wreckage at Air Transport, Phoenix, Arizona, on April 30, 2013. The airframe was fragmented and heavy impact and thermal related damage was noted throughout. All flight control surfaces were located and accounted for. The forward section of the fuselage and cockpit were crushed aft. A majority of the cockpit components and instrumentation were burned. The main wing assembly sustained extensive impact related, and thermal damage. Both wings displayed leading edge aft crushing. Both flap assemblies remained attached to the wing structure. The flap handle appeared to be in the first notch. Both wings were separated from the carry thru spar as a result of impact damage and thermal exposure. The empennage remained partially attached to the airframe, but was removed to facilitate transportation of the wreckage. All control surfaces remained attached and continuity was confirmed, via the control cables, from the aerodynamic surfaces to the point where the cables were cut to facilitate transportation and then from the recovery cut on to the cockpit controls. The engine was separated from the main wreckage and placed on a table to facilitate the exam and partial disassembly. The heater core cones were intact and undamaged. The exhaust/muffler assembly exhibited ductile deformation. The propeller governor remained attached to the engine mounting pad and had impact damage. The governor was removed and the screen was free of debris. The drive coupling was intact and could be rotated by hand. The forward lower right side of the crankcase had impact damage consisting of a large crack. The forward camshaft gear and forward accessory gear were not visible but rotated. The 2-4-6 cylinder heads had minor impact damage. The vacuum pumps had minor impact damage and when rotated discharged oil. When rotating the vacuum pump air could be heard and felt being discharged. The cylinder rocker covers and the spark plugs were removed. The number 6 upper and lower spark plugs were impacted with dirt and debris in the electrode areas, and the lower number 6 also had oil. The electrodes on number 1 bottom had worn out conditions when compared to the Champion AV-27 chart. The remaining electrodes had normal conditions when compared to the Champion AV-27 chart. The cylinders were borescoped and the piston heads and combustion areas were undamaged. The valve heads were undamaged and had no abnormal thermal discoloration. The crankshaft was rotated from the crankshaft propeller flange and gear continuity was obtained. Cylinder compression and valve continuity was obtained from all the cylinders; the magnetos were found attached to their respective mounting points and were undamaged. The magneto drive shaft rotated by attaching a drill. Both magnetos produced spark from all six points. The carburetor sustained a significant amount of impact damage and the internal components were exposed. The internal components had sustained impact damage; the floats were crushed, and the mixture control was bent. The throttle valve could move freely; the mixture control was jammed due to impact damage to the control cable bracket. The fuel screen was removed; there were no contaminates noted within the screen. There were no anomalies noted with the carburetor which would have precluded normal operation. The oil sump pan had severe impact damage and was crushed and breached with longitudinal scrapes and scratches. The oil pump housing was intact with no anomalies noted. Oil was clear of any visible contamination and was clear of metallic debris. The oil screen remained within the oil screen housing, No metallic material noted within the screen. The airframe and engine were examined with no mechanical anomalies identified that would have precluded normal operations. The Airframe & Engine Examination Report is attached to the accident docket. FAA Aeronautical Information Manual (AIM) chapter 5-1-2, "Follow IFR Procedures Even When Operating VFR," states the following: "When flying VFR at night, in addition to the altitude appropriate for the direction of flight, pilots should maintain an altitude which is at or above the minimum en route altitude as shown on the charts. This is especially true in mountainous terrain, where there is usually very little ground reference. Do not depend on your eyes alone to avoid rising unlighted terrain." Additionally, with respect to VFR night operations in mountainous terrain, chapter 7-5-6 of the AIM states, in part: "Continuous visual contact with the surface and obstructions is a major concern and flight operations under an overcast or in the vicinity of clouds should be approached with extreme caution." The FAA Airplane Flying Handbook, FAA-H-8083-3A, chapter 10, states the following about night flying: "Distance may be deceptive at night due to limited lighting conditions. A lack of intervening references on the ground and the inability of the pilot to compare the size and location of different ground objects cause this. This also applies to the estimation of altitude and speed. Consequently, more dependence must be placed on flight instruments, particularly the altimeter and the airspeed indicator." The Washoe County Medical Examiner completed an autopsy on April 19, 2013. The cause of death was due to multiple blunt force injuries. The FAA Civil Aerospace Medical Institute (CAMI), Oklahoma City, Oklahoma, performed toxicological testing of specimens of the pilot. Analysis of the specimens contained no findings for carbon monoxide, cyanide, volatiles, and tested drugs. A staff meteorologist for the National Transportation Safety Board (NTSB) prepared a factual report, which included the following weather for the departure area, route of flight, and destination. The factual report is included in the accident docket. The NWS Radar Summary Chart issued for 2020 PDT (0320Z) depicted an area of very light echoes associated with rain showers over northern California into Nevada, located along the trough of low pressure. There were no significant echoes along the route of flight. A further review of local weather radar data at the time of the accident (2050 PDT) also confirmed that there were no significant weather echoes in the vicinity of the accident site. The GOES-15 infrared image at 2045 PDT (0345Z) with the surface features overlaid depicted clear conditions over the last known position and the accident site; however, in the Reno area immediately north, several north-to-south oriented cloud bands were noted. These bands were consistent with altocumulus standing lenticular clouds (ACSL), which did not propagate or move downwind with time. Lenticular clouds are one class of clouds associated with mountain wave activity. The GOES-15 shortwave or nighttime infrared (band 2) and water vapor (band 3) imagery images at 6X magnification with the accident site noted a transverse wave pattern in the clouds with several north-to-south bands, which did not propagate or move downwind with the mean winds. The infrared image depicted clear conditions immediately overhead of the accident site with a band of clouds immediately west of the accident site between the destination airport of Minden, located south of Carson City (KCXP). The water vapor imagery depicted moisture channel darkening over the accident site, which was consistent with downward flow or downdrafts associated with the mountain wave over the accident site. The closest Terminal Aerodrome Forecast (TAF) for the destination was for RNO and was issued at 1632 PDT. The forecast from 1700 through 2300 PDT expected westerly winds from 280 degrees at 18 knots gusting to 28 knots; visibility unrestricted at better than 6 miles, with scattered clouds at 8,000 feet above ground level(agl), and ceiling b