LAX00FA171

According to data retrieved from a handheld GPS unit, the pilot's headed up a valley while cruising at a low altitude over upsloping mountainous terrain along their flight route. The airplane was unable to out climb the rising terrain and impacted the 20-degree upsloping mountainside nearly perpendicular to its face at an elevation of 8,100-foot mean sea level while maneuvering the airplane during an attempted reverse course maneuver. In January 2000, both pilots began primary flight training at the same Texas-based flight school. In March, they were issued Private Pilot certificates, and had each received about 6 hours of dual cross-country flight training. Neither pilot had been trained in high-density altitude operations or mountain flying. The airplane had the published performance capability to overfly the mountainous terrain. However, under high density altitude standard atmospheric conditions, its maximum rate of climb was reduced to about 380 feet per minute at 62 knots indicated airspeed (70 knots true airspeed), or about 326 feet per nautical mile (nm). As evidence by the airplane's ground track, the terrain over which the airplane flew within 3 nm of the accident site increased in elevation from 7,100 to 8,100 feet msl, or about 333 feet per nm. The airplane's climb rate ability was less than the terrain's slope. No evidence of any airframe or engine mechanical malfunction was noted during the on-scene wreckage examination.

History of flight

At an undetermined time between 1834 hours Pacific daylight time on April 24, 2000, and 1612 on April 25, 2000, a Cessna 152, N67435, operated by Aer Mistral, Inc., Fort Worth, Texas, collided with upsloping mountainous terrain while maneuvering about 29 nautical miles (nm) south of Austin, Nevada. Visual meteorological conditions existed in the central Nevada accident site area between April 24 and 25. The airplane was destroyed, and the two private pilots were fatally injured. The flight was performed under 14 CFR Part 91, and no flight plan was filed. The airplane's last observed departure point was from the uncontrolled Winnemucca Municipal Airport, Winnemucca, Nevada, on April 24, about 1655.

A line serviceman at Winnemucca indicated that he last observed the airplane after completely refilling its fuel tanks and it departed the airport. The airplane's route of flight to the accident site was determined from recorded data that was subsequently extracted from a global positioning satellite (GPS) receiver found in the airplane's wreckage. Additionally, photographic evidence showing the latter portion of the flight was obtained from two cameras also found in the wreckage.

In summary, the GPS data and photographic evidence indicated that after departing Winnemucca the airplane tracked along a southeasterly course until landing on an unidentified dry lakebed-like clearing that was devoid of vegetation. Both pilots exited the airplane and took pictures of each other. After an undetermined amount of time, the pilots took off and continued heading in a southeasterly direction (toward the accident site). The airplane entered a winding valley and the pilot(s) took additional pictures that showed the airplane within hundreds of feet of nearby rising, rocky, high mountainous terrain. As evident from the photographs, the airplane was flying below the level of nearby mountaintops. Snow-covered terrain was visible ahead of, and at a higher elevation, than the airplane.

The National Transportation Safety Board investigator noted that the final two aerial pictures recovered from the accident airplane show mountainous terrain that is consistent in appearance with the terrain leading to the accident site.

Personnel information

Left-Seated Pilot.

A review of the left-seated pilot's flight record logbook indicated that he commenced primary flight training at a Texas-based flight school on January 31, 2000, in a Cessna 152. He soloed on February 8, and he was issued a private pilot certificate on March 3. Upon certification, the pilot's total dual cross-country flight training was 5.8 hours.

Thereafter, the pilot continued taking flying lessons. By April 16, the date of his last logged flight, the pilot's total dual cross-country and total flight time was 6.8 and 110.8 hours, respectively. All of the pilot's training flights were listed as having been flown in Texas.

Right-Seated Pilot.

A review of the right-seated pilot's flight record logbook indicated that he commenced primary flight training at the same Texas-based flight school on January 20, 2000, in a Cessna 152. He soloed on January 30, and he was also issued a private pilot certificate on March 3. Upon certification, the pilot's total dual cross-country flight training was 6.2 hours.

Thereafter, the pilot continued taking flying lessons. He was issued an instrument rating on April 17. By this date, his total dual cross-country and total flight time was 12.3 and about 134 hours, respectively. All of the pilot's training flights were listed as having been flown in Texas.

No evidence was found indicating that either of the pilots had received flight training in mountain flying or high density altitude operations. All of their flying experience was performed in Cessna 152 and 172 airplanes.

Aircraft information

The airplane was equipped with dual flight controls. It could be piloted from either the left or right seat location.

The airplane's last recorded empty weight was listed in 1988 at 1,138.9 pounds. Based upon the pilots' weights, the estimated weight of the observed baggage, and full fuel tanks, the calculated total (gross) weight of the airplane upon its departure from Winnemucca was about 1,679 pounds. The maximum certificated gross weight for operation of the airplane is 1,670 pounds.

The airplane's published service ceiling is 14,700 feet. Under standard atmospheric conditions, at sea level its maximum rate of climb is 715 feet per minute. At 8,000 feet (and about zero degrees Celsius) the maximum rate of climb is reduced to 380 feet per minute, at 62 knots indicated airspeed.

The airplane's logbooks were recovered and examined. A review of the airframe logbook indicates that the last recorded maintenance was a 100-hour inspection that was accomplished on April 12, 2000. On this date, the airplane's total time was listed as 10,502.9 hours.

A review of the engine logbook indicates that on April 12, 2000, the spark plugs were examined. Engine compression was listed between "76/80" and "78/80." The engine's time since last major overhaul was 248.6 hours, and its total time in service was 4,705.2 hours. The engine's recording tachometer registered 1,834.9 hours.

The Safety Board investigator received a copy of Invoice No. 8549, dated April 17, 2000, from Andy Williams Aircraft, Meacham Field, Fort Worth, Texas. The invoice listed the following airplane information: C-152, N67435, and tachometer reading of 1,841.2 hours. The following squawk was listed on the respective "Aircraft Repair Order Instructions" portion of the invoice: "flap will not operate CB pops when master is turned on." The following corrective action was listed on the invoice: "oper ck - taped leads."

The Safety Board investigator telephonically interviewed the mechanic who indicated that he had performed the referenced repair. The mechanic stated that because the airplane's operator had not presented him with the airplane's logbooks, he was not able to record the maintenance he had recently performed prior to the time the airplane was rented for the subsequent accident flight. The mechanic further stated that the repair he had performed was minor, and it involved fixing chaffed electrical wires. Following his repair, the flaps were functionally tested and they were found to operate normally. No other maintenance discrepancy was noted with the airplane.

On April 17, 2000, a certified flight instructor and his student flew the airplane. The flight instructor reported that the wing flaps operated normally during their flight. No discrepancies were noted with the airplane. The engine's recording tachometer setting was noted in the rental record at the conclusion of the flight as being 1,842.1 hours.

The airplane's operator reported to the Safety Board investigator that the flight school then rented the airplane to the accident pilot(s) for their cross-country flight. The pilots planned to continue with their flight training, and they expressed a desire to rapidly increase their total flight experience by performing a long cross-country flight.

Meteorological information

Austin's weather observation station is located about 29 nm north of the accident site. Tonopah, Nevada's observation station is about 59 nm south of the site. Visual meteorological conditions existed at these facilities between April 24 and 25. In addition, there were no reports of convective activity or precipitation, the surface wind was less than 10 knots, and the prevailing visibility was between 25 and 50 miles.

Aids to navigation

According to the Federal Aviation Administration (FAA), all electronic aids to navigation pertinent to the aircraft's route of flight were functional.

Communication

The FAA reported that a search of pertinent facilities did not reveal evidence that any radio communications to or