20010528019329A

(.19) On may 28, 2001, at 1149 hours pacific daylight time, a Cessna 210A, N9462X, was destroyed when it crashed in hilly terrain 5 miles east of escondido, California. The commercial pilot and two passengers were fatally injured. Instrument meteorological conditions prevailed at the time of the accident. The flight was conducted by the owner under 14 CFR part 91. The airplane departed Ramona, California, on an IFR flight plan and clearance to fresno, California. The flight plan was activated upon departure at Ramona. The airplane departed the Ramona (rmn) airport at approximately 1140. During the IFR climb to 5,000 feet, an air traffic controller from the southern California approach control (socal) radar facility in miramar, California, identified the airplane and established communications with the pilot. The controller instructed the pilot to make a turn to 290 degrees for radar vectors to the on-course airway. The pilot acknowledged the vectors. Shortly after the vector was issued, the controller noticed the airplane turning to a southerly heading. The controller queried the pilot about his heading. The pilot responded, "stand-by, we're having a little trouble here." The cont roller then noticed that the airplane was descending rapidly and reversing the direction of turn. The controller asked the pilot to say his altitude. The pilot responded, "stand-by." No further transmissions were received from the pilot. Several attempts were made to contact the pilot, including the use of other aircraft, but no reply was heard. The wreckage was found 8 miles from the Ramona Airport on a magnetic bearing of approximately 330 degrees. A witness, who is also a pilot, was working on farm equipment approximately 400 yards from the crash site. He stated that he heard the sound of the airplane changing in a doppler effect as if it were turning rapidly for 15 seconds prior to the sound of a heavy impact, when the engine noise stopped. He stated that the ground visibility was about 30 yards under a heavy overcast. (-23) the airplane departed romona at approx. 1140. During IFR climb to 5,000 ft. the controller made contact and instructed the pilot to turn to heading 290 for radar vectors to airways, pilot acknowledge. The controller noticed the airplane turning to a southerly direction, called pilot, the pilo t response was standby. The controller noticed the airplane descending rapidly and reversing direction, again he tried to reach him, the pilot responded stand-by. Several attempts were made to contact pilot, then radar contact was lost. The wreckage was found 8 miles from romona airport on a magnetic bearing of 330 degrees. (.4) the airplane departed the Ramona Airport approximately 1140. It was radar identified by the air traffic controller, who then instructed the pilot to climb and maintain 6,000 feet MSL. The controller told the pilot to make a left turn and proceed to the oceanside VOR. The pilot acknowledged the instructions. The airplane then made a right turn to a heading of approximately 040 degrees at 4,300 feet MSL. The controller requested that the pilot fly a heading of 270 degrees and to climb to 7,000 feet MSL. The pilot acknowledged the radar vector. The airplane then made a steep 320-degree turn to the left, stopping on a heading of approximately 360 degrees at an altitude of 4,800 feet MSL. The controller asked the pilot to continue his right turn to a heading of 290 degrees for radar vectors to victor airway 186. T hen the controller asked the pilot to say altitude. A response from another pilot onboard the airplane said, "standby, we're in a little trouble here." The controller made two subsequent calls to the accident airplane. The pilot-in-command replied, "uh, six two x-ray standby a second." The controller issued a warning that the airplane was heading for higher terrain and instructed the pilot to turn left and climb. There was no response from the pilot. The airplane began a steep left turn from an altitude of 4,700 feet MSL and turned left to a heading of approximately 180 degrees, descending from 4,700 feet MSL to 2,500 feet MSL, and then back up to 3,100 feet MSL. At 1148:39, radar contact was lost with the airplane. According to the pilot's logbook, he had logged a total of 12.6 hours in 1999, 5.6 hours in 2000, and 11.5 hours in 2001. For the 3 years indicated, he had logged a total of 0.7 hours in instrument meteorological conditions. There was no evidence of an instrument proficiency check having been completed within the 12 calendar months prior to the accident. No instrument flight experience had been logged within the 12 calendar months preceding the accident.