LAX93FA231

The certificated non-instrument rated commercial pilot and three passengers departed on a return portion of a cross country flight over high mountainous terrain. The pilot obtained a weather briefing for the first portion of the flight, but not for the return flight. A witness reported that the mountain tops in the area of the accident were obscured by clouds. While in a left turn, the airplane struck snow covered terrain at the end of a bowl shaped canyon, about 400 feet below the top of a ridge line. No mechanical malfunctions were found with the airplane.

History of the Flight

On May 28, 1993, at 1330 hours Pacific daylight time, a Beech D-50E, N2R, crashed about 16 miles southwest of Lee Vining, California. The airplane was being operated as a visual flight rules (VFR) cross country personal flight to Carson City, Nevada, when the accident occurred. The airplane owned and operated by the pilot, was destroyed The certificated commercial pilot and three passengers received fatal injuries. Instrument meteorological conditions prevailed in the area at the time of the accident. The accident flight originated from Sequoia Field, Visalia, California, at 1230 hours as the return portion of a flight from Carson City to Visalia

The airplane failed to arrive at Carson City and relatives reported the airplane overdue to the Federal Aviation Administration, Reno, Nevada, Automated Fight Service Station (AFSS). On May 28, 1993, at 2330 hours, search personnel notified the Mather District Ranger Station, Yosemite National Park, that an emergency locator transmitter (ELT) signal had been heard in the vicinity of the Mt. Lyell area of the park. On May 29, 1993, about 0700 hours, search personnel located the airplane wreckage.

A park ranger reported that the weather conditions observed between1300 and 1400 hours on May 28, 1993, in the Tuolumne Meadows area (about 10 miles north of the accident site), consisted of; Overcast skies at about 12,000 feet, lowering to 10,000 feet at 1500 hours. Areas of layered clouds were visible; however, the mountain peaks were obscured by clouds. The temperature was about 48 degrees Fahrenheit with gusty winds from the west between 10 to 15 knots.

The park ranger also reported that he had talked with a hiker who had been in the Sunrise Mountain area (about 9 miles west of the accident site) before the time of the accident. The hiker indicated that while looking to the south, a white aircraft with blue trim was observed flying low over the terrain and under a solid overcast.

The accident occurred during the hours of daylight at latitude 37 degrees, 44.05 minutes north and longitude 119 degrees, 16.41 minutes west, at 11,800 feet mean sea level (MSL).

Crew Information

The pilot held a commercial pilot certificate with airplane single engine land and sea, and mulitengine land and sea ratings. The most recent second class medical certificate was issued to the pilot on April 7, 1992, and contained the limitation that the pilot must possess correcting lenses for near vision while exercising the privileges of his airman certificate.

No personal flight records were located for the pilot. The aeronautical experience listed on page 6 of this report was obtained from a review of the Airman and Medical Records Center located in Oklahoma City. The pilot reported on his last application for medical certificate on April 7, 1992, that his total aeronautical experience consisted of 1,000 hours, of which 16 hours were accrued in the preceding 6 months of the application date.

Aircraft Information

The airplane's recording hour meter was destroyed. The accumulated total hours on the airframe and engines is based on the last recorded annual inspection on April 5, 1993. At that time, the airplane had accumulated a total time in service of 3,654.1 flight hours

The left engine had accrued a total time in service of 981.1 hours of operation since being manufactured on June 3, 1981. The right engine had accrued a total time in service of 3,031.1 hours of operation, and 431.1 hours since being overhauled on December 12, 1986.

Meteorological Information

The pilot received a weather briefing from the Reno AFSS at 0715 hours, prior to departing Carson City. The pilot requested a standard weather briefing for a 0945 hour departure from Carson City, Nevada, to the Hangtown VOR, Placerville, California, then direct to Visalia, California. (A VOR is a ground based electronic navigation aid transmitting very high frequency navigation signals 360 degrees in azimuth, oriented from magnetic north). The pilot did not file a flight plan; however, he indicated that the time enroute for the flight would be between 1 hour 25 minutes, and 1 hour 30 minutes. There are no known communications indicating that the pilot obtained any subsequent weather briefings for the return portion of his return flight.

During the 0715 hours briefing, the flight service station specialist provided the pilot with meteorological information indicating in part: "The only flight precaution in the area is over the northern Sacramento Valley to Tahoe. Occasional mountain obscuration; VFR flight over those portions is not recommended when there is any mountain obscuration.

Current conditions along the route of flight reported at Carson City: 12,000 scattered; estimated 25,000 broken; visibility 40 miles; reporting few cumulus clouds, southwest through west. Over the Sierras, reporting: Scattered to broken mid-level clouds; unrestricted visibility; bases at or above 12,000 feet AGL. On the west side of the mountains, Fresno, Visalia area, mostly clear with a few scattered mid-level clouds. Visalia is an automated weather observation, reporting: clear sky below 12,000; visibility 10 miles; temperature 56; wind, 230 degrees at 4 knots.

The enroute forecast over the western Nevada portions: Scattered to cirrus clouds going over the Sierra Nevada Mountains. Calling for 9,000 to 11,000 feet broken clouds; possibility of widely scattered light rain showers or thunderstorms. Light rain showers is for the Tahoe area northward. The destination on the west side of the Sierras is calling for: Broken to cirrus form clouds all day. Winds for the route: Carson City area at 6,000 feet, 230 degrees at 8 knots; 9,000 feet, 190 degrees at 14 knots; 12,000 feet, 190 at 20 knots. Sacramento valley: 6,000 feet, 210 degrees at 8 knots; 9,000 feet, 210 degrees at 14 knots; 12,000 feet, 220 at 20 knots. San Joaquin Valley: 6,000 feet, 240 degrees at 6 knots; 9,000 feet, 230 degrees at 12 knots; 12,000 feet, 220 degrees at 18 knots.

The closest official weather observation station is Mammoth Lakes, California, which is located 22 nautical miles east of the accident site. At 1150 hours, a surface observation was reporting in part: Sky condition and ceiling, 6,000 feet scattered clouds, estimated ceiling, 15,000 feet, broken clouds; visibility, 50 miles; temperature, 58 degrees Fahrenheit; dew point, 19 degrees Fahrenheit; wind, 220 degrees at 11 knots; altimeter, 30.00 inHg.

A remote automated weather station at Tuolumne Meadows on May 28, 1993, at 1300 hours was reporting:

Overcast sky; high temperature, 49 degrees Fahrenheit; low temperature 27 degrees Fahrenheit; wind, from the west at 4 knots; remarks, no precipitation.

A review of the weather conditions present in the accident area was conducted by a National Transportation Safety Board meteorologist. Wind and temperature data from the National Weather Service, upper air station, located in Oakland, California, indicated that the freezing level was about 9,900 feet. Visual and infrared satellite imagesof the accident area indicated that the cloud tops were about 13,750 feet. A broad band of clouds was present over the Sierra Nevada Mountains. The NTSB weather factual report is included as Item 8 of this report.

Communications

After departure from Visalia, there were no known reports of communications with the accident airplane.

A cassette tape of the weather briefing that the pilot received from the Reno AFSS is included as Item 7 of this report.

A search for any radar track data of the accident airplane was conducted by the FAA. No radar data was found.

Wreckage and Impact Information

Safety Board investigators examined the airplane wreckage at the accident site on May 30, 1993. Impact impressions and the wreckage examination revealed that the airplane struck deep snow covered terrain on