# NTSB LAX95LA257: Cessna TU206, N7091Q, Danville, CA, July 19, 1995 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: July 19, 1995, 10:40 local (17:40 UTC) - Place: Danville, CA - Coordinates: 37.810047, -121.969299 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.8100&lon=-121.9693&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report January 29, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 29155 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX95LA257 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/29155/pdf - Page: https://openairdocs.org/ntsb/LAX95LA257 ## Probable cause The pilot's intentional flight into known adverse weather and failure to maintain proper altitude. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, cruise - weather condition - low ceiling (contributing factor) - proper altitude - not obtained/maintained, pilot in command (cause) - flight into known adverse weather - intentional, pilot in command (cause) ## Analysis THE PILOT'S DEPARTURE WAS DELAYED DUE TO THE FOG AND LOW STRATUS CONDITION. THE PILOT ADVISED GROUND CONTROL THAT HE WOULD BE CRUISING AT 2,500 FEET MSL TO HIS DESTINATION. HE DEPARTED WHEN THE CEILING REACHED 1,000 FOOT OVERCAST WITH 7 MILES VISIBILITY. HE CONTACTED DEPARTURE AND REPORTED LEVEL AT 1,500 FEET. HE WAS ADVISED TO CLIMB VFR AT HIS OWN DISCRETION AND RESUME HIS OWN NAVIGATION. THE PILOT'S ROUTE OF FLIGHT CROSSED A 2,245-FOOT MOUNTAIN RANGE WHICH, ACCORDING TO WITNESSES, WAS OBSCURED WITH LOW STRATUS CLOUDS. THE AIRCRAFT COLLIDED WITH THE RIDGELINE ABOUT 20 TO 30 FEET BELOW THE TOP. ## Factual narrative HISTORY OF FLIGHT On July 19, 1995, about 1040 hours Pacific daylight time, a Cessna TU206, N7091Q, was destroyed after colliding with a ridgeline near Danville, California. The pilot received fatal injuries. No flight plan was filed for the personal cross country flight. Instrument meteorological conditions were reported at the accident site. The flight had originated at Oakland, California, about 1032 hours, on the morning of the accident. The pilot was receiving VFR traffic advisories from Bay Tracon while on his own navigation. Family members were expecting the aircraft's arrival at Placerville, California. The pilot had contacted Oakland ground control and stated that he was VFR to Placerville with a planned cruise altitude of 2,500 feet msl. When the weather conditions improved, the pilot was cleared to runway 27R and was requested to squawk code 4564 on the transponder. The pilot was subsequently cleared for takeoff on runway 27R and a right turnout was approved. The local controller advised when radar contact was established and requested the aircraft altitude. The pilot responded that he was at 1,000 feet. The pilot was requested to contact departure control on frequency 135.4 MHz. The pilot established contact with departure and advised that he was level at 1,500 feet. Departure control acknowledged and advised the pilot to climb VFR at his discretion and to resume his own navigation. Subsequently, the pilot was advised of traffic at 10 o'clock, 1 mile eastbound at 3,500 feet. There was no response to two calls. The controller transmitted a call to the aircraft stating that "radar contact lost 5 miles south of Mt. Diablo." The controller requested another aircraft in the area to attempt contact with the accident pilot. There was no response. Radar contact was lost about 9 nautical miles northeast of Oakland at 2,100 feet msl in the vicinity of a 2,245-foot-high ridgeline. The wreckage was located in the Las Trampas Regional Wilderness Park. According to park rangers, they smelled and observed black smoke towards the top of the fog-shrouded ridgeline. At 1105 hours, a sheriff's officer was responding to the brushfire call. He noted that there were patches of fog along the top of Rocky Ridge. The brushfire was located about 100 yards south of the Rocky Ridge repeater antenna site. The antenna rises 220 feet above the ground/terrain level. PERSONNEL INFORMATION At the pilot's last flight physical examination he reported a total flight time of 479 hours, with 50 hours in the past 6 months. The pilot's partially destroyed flight logbook was recovered and it documented a total flight time of 710.8 hours. AIRCRAFT INFORMATION Examination of partially burned records documented a 1994 annual inspection, the exact date could not be determined. The total flight time at that annual was listed as 1,935 hours. WRECKAGE AND IMPACT INFORMATION According to FAA inspectors on scene, the airplane had collided with Rocky Ridge. They estimated the accident site elevation to be 1,980 feet msl, and the first impact point to be about 20 to 30 feet below the ridge. A postcrash fire consumed a major portion of the airplane structure and control continuity could not be established. The propeller was located about 1/4-mile beyond the wreckage. The propeller attach studs were found still in the engine crankshaft flange. The propeller exhibited torsional twisting, aft bending, and chordwise striations. METEOROLOGICAL INFORMATION At the time of departure from Oakland, the weather was; measured 1,000 foot overcast; 7 miles visibility; the temperature and dewpoint was 63 and 59 degrees Fahrenheit respectively; the wind was 270 degrees at 8 knots; and the altimeter was 30.05 inches of mercury. MEDICAL AND PATHOLOGICAL INFORMATION On July 20, 1995, the Contra Costa County Coroner performed an autopsy on the pilot. The toxicological analysis was negative for alcohol and drugs. ADDITIONAL INFORMATION Radar data was obtained from the Oakland Air Route Traffic Control Center (ARTCC). The data was input into a computer radar program. The condensed data is included in this report. The National Transportation Safety Board did not take possession of the wreckage. ## Aircraft - Registration: [N7091Q](https://openairdocs.org/deregistered/N7091Q-2013-05-03), registration cancelled 2013-05-03, S/N U20603071, built 1975 (OpenAirDocs) - Reported make and model: CESSNA TU206 - Registry model: [Cessna TU206F](https://openairdocs.org/model/cessna-tu206f) (registry code 2073353) (OpenAirDocs) - Registry engine: [Continental TSIO-520 series](https://openairdocs.org/engine/continental-tsio-520-series) (registry code 17040, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: U206603071 - Engines: CONTINENTAL TSIO-520-C 285 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: William R. Peterson - Registered owner: William/Catherine Peterson - Airworthiness certificate: Standard, Normal - Departed: OAK, OAKLAND, CA - Destination: PVF, PLACERVILLE, CA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; private; airplane ratings: single-engine sea, single-engine land; medical: class 3, valid medical--w/ waivers/lim; toxicology performed; flight hours: 710 total ## Weather - Conditions: Instrument (IMC), Day - Wind: 230° at 8 knots - Visibility: 7 statute miles - Lowest ceiling: 1,000 ft overcast - Temperature: 63 °F, dew point 59 °F - Altimeter: 30.00 inHg - Observed at: OAK ## 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 19950719019119A](https://openairdocs.org/incident/19950719019119A), Jul 19, 1995: Cessna TU206F, Danville, CA, Destroyed, 1 fatal. Took off under overcast that obscured mountains in its path. Struck ridge line 30FT below the top. 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.