# NTSB LAX04FA139: Piper PA-28R-180, N7687J, Pine Mtn Club, CA, February 28, 2004 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: February 27, 2004, 20:45 local (Feb 28, 2004, 04:45 UTC) - Place: Pine Mtn Club, CA - Coordinates: 34.865833, -119.164169 - Nearby events: https://openairdocs.org/map.md?lat=34.8658&lon=-119.1642&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report October 27, 2005 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 58824 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX04FA139 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/58824/pdf - Page: https://openairdocs.org/ntsb/LAX04FA139 ## Probable cause The pilot's continued visual flight into adverse weather conditions at night, which resulted in an in-flight collision with mountainous terrain. The pilot's failure to obtain preflight weather information for the route of flight was also causal. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - weather condition - clouds (contributing factor) - weather condition - low ceiling (contributing factor) - preflight briefing service - not obtained, pilot in command (contributing factor) - preflight planning/preparation - inadequate, pilot in command (contributing factor) - in-flight planning/decision - inadequate, pilot in command (cause) - vfr flight into imc, pilot in command (cause) - In flight collision with terrain/water, cruise - light condition - night - terrain condition - mountainous/hilly ## Analysis The airplane collided with mountainous terrain during a night cross-country flight while trying to avoid inclement weather. The pilot had recently received his private pilot's certificate and did not possess an instrument rating. AIRMET's were issued for turbulence, icing, and mountain obscuration in the vicinity of the pilot's route of flight for the period between 1845 and 0100 Pacific time. There is no record that the pilot requested or received a weather briefing. Radar data and ATC communications tapes shows the airplane left the departure airport at 1939, and eventually took a northerly heading toward the mountains that separate the coastal plain from an inland valley. It paralleled an interstate highway, and leveled off at 9,500 feet. Over the last mountain pass before entering the inland valley (elevation: 4,239 feet), the airplane diverted to the west, and climbed to 10,000 feet. The pilot checked in with ATC at 10,000 feet and requested visual flight rules (VFR) flight following and an altitude of 10,500 feet. The elevation of the mountainous terrain to the west of the pass ranges from 5,000 feet in the valley to mountain peaks and ridges between 7,000 feet and 8,840 feet to the north and south. The pilot confirmed with ATC that he was diverting to the west for cloud avoidance. The pilot then requested a descent to 8,500 feet. ATC approved the descent at the pilot discretion and advised him to maintain VFR. As the airplane proceeded west, radar recorded the altitude decreasing through 9,000 feet at a rate of descent of 1,100 feet per minute. The pilot continued his descent and requested 4,500 feet. ATC advised the pilot that he was in the vicinity of high terrain. The pilot said he could see the ground but he didn't have good (forward) visibility and requested a vector (to clearer weather). ATC advised him to adjust his heading northbound towards lower terrain, that he was below the minimum vectoring altitude, and to maintain VFR. The pilot responded by saying he could see pretty well and would take a northbound heading. The last radar beacon target reported an altitude of 7,100 feet. No further communications with the pilot were established. The airplane impacted a mountain slope at an elevation of 6,683 feet and on a heading of about 350 degrees magnetic. There were no preimpact airplane mechanical anomalies identified during the investigation. ## Factual narrative 1.1 HISTORY OF FLIGHT On February 27, 2004, at 2045 Pacific standard time (PST), a Piper PA-28R-180, N7687J, collided with mountainous terrain surrounding Pine Mountain Club, California. The airplane was owned and operated by the private pilot under the provisions of 14 CFR Part 91. The pilot was fatally injured and the airplane was destroyed. Night instrument meteorological conditions prevailed and no flight plan had been filed for the personal cross-country flight. The flight originated at Long Beach Airport, Long Beach, California, and was en route to Sacramento, California. Conversations with the pilot's family revealed that the pilot was living and working in the Temecula-Long Beach area during the week. On the weekends he would regularly fly to Sacramento, California, and spend the weekend with his family. A friend of the pilot, who had flown with him, said that his normal route of flight to Sacramento was to depart the Long Beach Airport, follow the I-5 Interstate Freeway north through the Tejon Pass, and continue north to arrive at Sacramento Executive airport. A review of Southern California Terminal Radar Approach Control (TRACON) radar data revealed that the airplane departed Long Beach Airport at 1939, on an initial westerly heading. Crossing over San Pedro the airplane turned right and took a northerly heading, paralleling the I-5 interstate, and leveled off at 9,500 feet. At 2029, over the Tejon Pass (elevation: 4,239 feet), the airplane diverted to the west, and climbed to 10,000 feet. The elevation of the mountainous terrain to the west of the Tejon Pass ranges from 5,000 feet in the valley, to mountain peaks and ridges between 7,000 feet and 8,840 feet to the north and south. As the airplane proceeded west, radar recorded his altitude decreasing through 9,000 feet and a rate of descent of 1,100 feet per minute. The last radar beacon target reported an altitude of 7,100 feet at 2041:09. Examination of radio communications between the pilot and Air Traffic Control (ATC) revealed that upon contacting Bakersfield Approach at 2031, the pilot checked in at 10,000 feet and requested an altitude of 10,500 feet. Three minutes later the pilot confirmed his destination was Sacramento, and that he was diverting to the west for cloud avoidance. Six minutes later the pilot requested a descent to 8,500 feet. ATC approved the descent at the pilot's discretion, and advised him to maintain VFR (Visual Flight Rules). One minute later the pilot requested 4,500 feet. ATC advised the pilot that he was in the vicinity of high terrain. The pilot said he could see the ground but he did not have good visibility and then requested a vector. ATC advised him to adjust his heading northbound towards lower terrain, that he was below the minimum vectoring altitude, and to maintain VFR. The pilot responded by saying he could see pretty well and would take a northbound heading. No further communications with the pilot were established. A ground witness in Pine Mountain Club reported that he heard an airplane flying low and fast around 2040. He observed the airplane's position lights traveling from south to north just below clouds. It was snowing and he estimated the clouds to be below the mountain peaks. Another witness reported seeing an explosion and fireball on the north face of the mountain slopes about 2045, just below the cloud overcast. 1.5 PERSONNEL INFORMATION A review of Federal Aviation Administration (FAA) airman records obtained from the Airman and Aircraft records center in Oklahoma City, Oklahoma, revealed that the pilot was issued his private pilot certificate on October 25, 2003, with an airplane single engine land rating. On the airman certificate application he reported a total flight experience as 95.7 hours with 55 hours of dual instruction, 8.5 hours of cross-country experience, 3 hours of night instruction, and 3.9 hours of experience as pilot-in-command at night. A pilot logbook was never obtained or recovered by the National Transportation Safety Board investigator-in-charge (IIC) and was presumed to be destroyed. The pilot possessed a third-class medical with a waiver for corrective lenses, with a date of issue of August 13, 2002. 1.6 AIRCRAFT INFORMATION The Piper Aircraft Corporation data plate was located on the lower portion of the rear empennage tail cone and identified the airplane as model PA-28R-180, serial number 28R-31106. The airplane was of metal construction, low wing, single engine, with retractable tricycle landing gear. The airframe and power plant maintenance log books were not recovered by the Safety Booard IIC and were presumed to be destroyed. The pilot's family provided aircraft records that were located at his residence. These records were historical in nature, summarizing maintenance performed by each of the previous owners and yearly time on the engine and airframe. The most current record was from April 27, 2002, and documented the airframe hours as 6,759.46 hours and the engine total time since overhaul (TTSOH) as 1,328.99 hours. FAA records show that the airplane was registered to the pilot on May 8, 2002. 1.7 METEOROLOGICAL INFORMAITON Detailed information concerning the meteorological conditions can be found in the Safety Board Meteorological factual report that is included in the official docket of this accident. There is no record that the pilot requested or received a weather briefing. 1.7.1 Surface Observations The two closest Automated Surface Observing Systems (ASOS) to the accident site are in Bakersfield, California (KBFL), and Sandberg, California (KSDB). KBFL is 34 nautical miles away from the accident site on a heading of 9 degrees, and KSDB is approximately 23 nautical miles from the accident at 112 degrees. Observations from both stations surrounding the time of the accident are below. The station elevation of KBFL and KSDB are roughly 497 and 4,520 feet, respectively. Bakersfield, California (KBFL) Time-1954; wind-350 degrees (o) at 3 knots; visibility-10 miles; sky condition-few at 4,100 feet above ground level (agl), scattered at 5,000 feet agl, and broken at 6,000 feet agl; temperature-9 degrees Celsius (oC); dew point temperature-6 oC; altimeter setting-30.07 inches of Mercury (inHg). Time-2054; wind-320o at 3 knots; visibility-10 miles; sky condition-few at 4,100 feet agl; temperature-8oC; dew point temperature-6oC; altimeter setting-30.09 inHg. Sandberg, California (KSDB) Time-2007; wind-340o at 13 knots, gusting to 17 and varying from 310o to 60o; visibility-10 miles; sky condition-broken at 700 feet agl and broken at 1,400 feet agl; temperature-0oC; dew point temperature-minus 1oC; altimeter setting-29.97 inHg; Remarks-ceiling varying from 400 to 1,000 feet. Time-2052; wind-340o at 18 knots, gusting to 22 knots; visibility-10 miles; sky condition-broken at 500 feet agl, broken at 2,500 feet agl, and overcast at 3,200 feet agl; temperature-0oC; dew point temperature-minus 1oC; altimeter setting-29.98 inHg; Remarks-ceiling varying between 400 and 900 feet. 1.7.2 AIRMET & SIGMET Information There were no SIGMET's issued at the time of the accident that included the accident location. However, there were two AIRMET's (ZULU and TANGO) that did include the location of the accident, and the boundary of a third AIRMET (SIERRA) was in close proximity to the accident site. These three AIRMET's were issued at approximately 0245Z (1845 PST) and valid until 0900Z (0100 PST) on February 28, 2004. Relevant portions of these AIRMET's are presented below. AIRMET TANGO FOR TURBULENCE Occasional moderate turbulence below 20,000 feet. Conditions continuing beyond 0100 through 1900. AIRMET ZULU FOR ICING Occasional moderate rime or mixed icing in cloud and precipitation between 5,000 and 14,000 feet. Conditions ending between 2000 and 2300. Freezing level between 5,000 and 6,000 feet. AIR ## Aircraft - Registration: [N7687J](https://openairdocs.org/deregistered/N7687J-2013-11-08), registration cancelled 2013-11-08, S/N 28R-31106, built 1969 (OpenAirDocs) - Reported make and model: Piper PA-28R-180 - Registry model: [Piper PA-28R-180](https://openairdocs.org/model/piper-pa-28r-180) (registry code 7102809) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28R-31106 - Airframe hours: 6759 - Engines: Lycoming IO-360-B1E 180 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Registered owner: Richard D. Baganz - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 27, 2002 - Departed: KLBG, Long Beach, CA - Destination: SAC, Sacramento, CA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 45; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 96 total ## Weather - Conditions: Instrument (IMC), Dusk - Wind: 340° at 18 knots, gusting 22 - Visibility: 10 statute miles - Lowest ceiling: 500 ft broken - Temperature: 32 °F, dew point 34 °F - Altimeter: 29.97 inHg - Observed at: KSBD, 23 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20040227011179A](https://openairdocs.org/incident/20040227011179A), Feb 27, 2004: Piper PA28R180, Pinemontainclub, CA, Destroyed, 1 fatal. (-23) The aircraft crashed into a mountain north of pine mountain club, CA at 6683 feet elevation. The audio tapes indicate that the pilot was trying to stay… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.