LAX05FA167

The airplane collided with mountainous terrain at the 10,500-foot level while in cruise. The pilot was receiving VFR flight advisories when radar and radio contact were lost. According to a pilot flying in the area, about 1416, nearby air traffic control tower personnel contacted him, and requested he investigate an emergency locator transmitter (ELT) signal in the area. The pilot noted low clouds with bases between 8,500 to 9,000 feet msl were in the area of the strongest ELT signal reception, and that there was no rain or snow showers in the area. The mountain tops were obscured, but there were good VFR conditions under the clouds. He was not able to locate the wreckage on his first attempt due to the clouds, but did on his second try later in the afternoon. The accident site was on a 45-degree, snow-covered slope. Recorded radar data for the last 2 minutes of the flight showed that the airplane's mode C altitudes varied between 10,000 feet and 10,300 feet. The terrain elevation in the area ranged from 6,750 feet to 10,500 feet msl. The last recorded radar return was at 1416:44, at a mode C reported altitude of 10,300 feet. Weather analysis indicated that the pilot was likely in visual meteorological conditions until just prior to the accident. An overcast cloud band was on the windward side of a mountain range at the accident time, and that terrain was mostly obscured above 8,500-9,000 feet msl. Cloud tops were about 13,000 feet msl. Scattered light snow showers were likely in the accident area. The examination of the airplane and both engine's revealed no preimpact anomalies that would have precluded normal operation.

History of flight

On May 12, 2005, about 1416 Pacific daylight time a twin-engine Beech 95-B55, N8177R, impacted mountainous terrain in the Ruby Mountain range 20 nautical miles (nm) southeast of Elko, Nevada. The owner operated the airplane under the provisions of 14 CFR Part 91. The airplane was destroyed. The airline transport pilot (ATP), who borrowed the airplane, and a private pilot licensed passenger sustained fatal injuries. Visual meteorological conditions prevailed for the cross-country flight that departed Truckee, California, about 1300, en route to Salt Lake City Municipal 2 Airport, Salt Lake City, Utah. A visual flight rules flight (VFR) plan had been filed utilizing the Direct User Access Terminal (DUATS) on-line weather system.

The pilot departed San Carlos Airport (SQL), San Carlos, California, earlier in the day, and stopped at Truckee to refuel. The National Transporation Safety Board investigator-in-charge (IIC) interviewed Truckee airport personnel, who reported that the airplane was refueled at their facility, but they did not know what time the airplane departed. A review of recorded radio transmissions revealed that the pilot contacted Reno Approach Control, North Radar (NR) at 1303. He stated that he just departed Truckee, and was going to Salt Lake City. At 1304:57, the controller reported radar contact 12 miles northeast of Truckee. At 1315:17, the controller instructed the pilot to contact Oakland Center, and the pilot acknowledged.

The pilot later contacted Salt Lake City Air Route Traffic Control Center (ZLC) for VFR flight following. Information obtained from ZLC indicated that they lost radar and radio contact about 30 miles east of Bullion VORTAC near Elko; however, this was expected due to the terrain in the area.

A Safety Board Safety Specialist (ATC) reviewed radar data, and plotted it. At 1311:33, there was a target at a mode C reported altitude of 9,600 feet msl that was north of Reno, Nevada, and heading northeast. The target continued on a northeast track that took it south of Elko. The last 2 minutes of the flight showed a target whose mode C altitudes varied between 10,000 feet and 10,300 feet. The terrain elevation in the area ranged from 6,750 feet to 10,500 feet msl. The last recorded radar return was at 1416:44, at a mode C reported altitude of 10,300 feet; the terrain elevation was 10,250 feet msl.

According to a pilot flying in the area, about 1416 Elko tower personnel contacted him and requested that he investigate an emergency locator transmitter (ELT) signal in the area. The pilot reported that he was flying an airplane. He was able to narrow down the search area between Ruby Dome and Long Canyon. However, due to low clouds in the area (8,500 - 9,000 feet msl) he was unable to locate the airplane. He noted that there was no rain or snow showers in the area, and the winds were out of the west-southwest about 10 to 15 knots. The pilot further noted that the mountain tops were obscured, but there were good VFR conditions under the clouds. He was not able to estimate the cloud tops. When he returned to Elko airport, he went out with another pilot in a helicopter, and located the accident site at 1700.

Personnel information

Airline Transport Pilot

A review of Federal Aviation Administration (FAA) airman records revealed that the pilot, who was found in the left pilot seat, held an airline transport pilot certificate. The pilot held a certified flight instructor certificate with ratings for single engine land, multiengine land, and instrument airplane. The pilot also held a ground instructor certificate with a rating for advanced ground.

The pilot held a first-class medical certificate issued on October 28, 2003. It had no limitations or waivers.

No personal flight records were located for the pilot, and the aeronautical experience listed in this report was obtained from a review of the airman FAA records on file in the Airman and Medical Records Center located in Oklahoma City. These records indicated a total time of 13,600 hours with 50 hours logged in the last 6 months.

Private Pilot

A review of FAA airman records revealed that the pilot held a private pilot certificate with ratings for airplane single engine and multiengine land.

The pilot held a third-class medical certificate issued on November 21, 2003. It had the limitation that the pilot must wear corrective lenses.

No personal flight records were located for the pilot and the aeronautical experience listed in this report was obtained from a review of the airman FAA records on file in the Airman and Medical Records Center located in Oklahoma City. The pilot estimated his flight time on his most recent medical application. He listed an estimated total time of 650 hours with 50 hours logged in the last 6 months.

Aircraft information

The airplane was a 1974 Beech 95-B55, serial number TC-1793. A review of the airplane's logbooks revealed a total airframe time of 1,609.3 hours at the last annual inspection completed on November 17, 2004. The Hobbs hour meter read 216.0 at the last inspection.

The right engine was a Teledyne Continental Motors IO-470-L engine, serial number 454548CS. Total time on the engine at the last annual inspection was 1,610.8 hours, with 73.2 hours since major overhaul.

The left engine was a Teledyne Continental Motors IO-470-L engine, serial number 454547CS. Total time on the engine at the last annual inspection was 1,610.8 hours, with 73.2 hours since major overhaul.

Fueling records at Truckee established that the airplane was last fueled at 1226 on the day of the accident with the addition of 48.90 gallons of 100LL-octane aviation fuel.

Meteorological information

A staff meteorologist for the Safety Board prepared a factual report, which included the following weather for the departure area, route of flight, and destination. Pertinent parts of the report follow.

A Surface Analysis chart prepared by the National Weather Service (NWS) National Centers for Environmental Prediction (NCEP) for 1400 on May 12 showed an area of high pressure centered over eastern Nevada.

The closest official weather observation station was an augmented Automated Surface Observing System (ASOS) at Elko (KEKO), which was 24 nautical miles (nm) at 312 degrees from the accident site. The elevation of the weather observation station was 5,140 feet msl.

Aviation routine weather reports (METAR) were issued the following times.

1156: skies scattered 2,200 feet broken 3,300 feet overcast 5,000 feet; visibility 10 miles; winds from 260 degrees at 14 knots; temperature 10 degrees Celsius; dew point 4 degrees Celsius; altimeter 30.08 inches of mercury.

1256: skies overcast 6,000 feet; visibility 10 miles; winds from 250 degrees at 11 knots; temperature 11 degrees Celsius; dew point 4 degrees Celsius; altimeter 30.08 inches of mercury.

1356: skies broken 5,500 feet broken 7,000 feet overcast 8,000 feet; visibility 10 miles; winds from 300 degrees at 10 knots gusting 19 knots; temperature 13 degrees Celsius; dew point 4 degrees Celsius; altimeter 30.10 inches of mercury.

1456: skies broken 4,800 feet overcast 6,000 feet t; visibility 10 miles; winds from 270 degrees at 14 knots gusting 18 knots; temperature 13 degrees Celsius; dew point 4 degrees Celsius; altimeter 30.10 inches of mercury.

Surface weather observations and visible satellite imagery indicated that mostly scattered clouds and occasionally broken cloud ceilings were present along the flight route prior to the accident time.

A PIREP in the Elko area at 1041 indicated that skies were overcast with tops at 15,000 to 16,000 feet.

The report documented visible satellite imagery, infrared satellite temperatures, weather radar data, and upper air data.

An AIRMET for mountain obscuration was valid for the general area of the accident.

A pilot departed Ely, Nevada, at 1