History of Flight
On January 18, 2010, about 1508 Pacific standard time, a Cessna 340, N2217B, collided with terrain near Lytle Creek, California. The pilot/owner was operating the airplane under 14 CFR Part 91. The certified private pilot and one passenger sustained fatal injuries; the airplane sustained substantial damage from impact forces. The cross-country personal flight departed Henderson, Nevada, about 1303, with a planned destination of Compton, California. Visual meteorological conditions prevailed, and no flight plan had been filed.
The pilot was scheduled to return to Compton on Monday, January 18, but his family reported that it was not unusual for him to stay an extra day. The FAA issued a family concerned alert notice (ALNOT) on January 20. The Civil Air Patrol (CAP) launched a search mission at 1750 and discovered the wreckage later that evening.
Recorded radar data depicted a target with a secondary 1200 (VFR) beacon code at a mode C reported altitude of 5,600 feet msl that was 5 nm south of Henderson at 1304:26. The target matched the projected flight path of the accident airplane. It climbed to 10,500 feet, maintained that altitude about 40 minutes, then flew southwest until 1345:31 at 11,200 msl when contact was lost. Contact was reestablished at 1356:20 at 13,300 feet. The target maneuvered westward, completing several 360-degree turns until 1450:16 when contact was lost at 4,800 feet about 8 nm north northwest of the accident site in mountainous terrain.
Radar data from Southern California Terminal Radar Approach Control indicated a target at 1454:32 at 2,500 feet msl. The target maneuvered with left and right turns and a circular flight path; mode C altitude varied between 2,400 and 5,700 feet msl. The flight track ended at 1507 at 4,600 feet msl near the accident site.
A witness, a certified glider pilot, was heading southbound on I-15 near the I-215 junction about 1500. He observed a low-flying airplane about 200 feet agl, just below cloud cover. The airplane was white, low-wing twin with four windows and wingtip fuel tanks. He heard a roar as it passed overhead; sound increased then decreased. He thought the airplane was under full power without distress. No smoke or vapors were seen. Speed was estimated at 160 knots. The airplane was initially level, then pulled up slightly with a slight left bank.
Personnel Information
The 47-year-old pilot held a private pilot certificate with ratings for airplane single-engine land and multiengine land. He did not possess an instrument rating. He also held a mechanic's certificate with airframe and powerplant ratings. He held a third-class medical certificate issued February 24, 2006, with no limitations or waivers.
Portions of a pilot's logbook were found in the wreckage, torn and fragmented. The last entry was dated January 10, 2010. The total time as of that entry was about 474 hours with 321 hours as PIC. A biennial proficiency check flight could not be identified.
Aircraft Information
The airplane was a Cessna 340, serial number 340-0532. The airplane had an annual inspection on May 2, 2009; total airframe time was 3,105 hours. The last maintenance recorded in the airframe logbook was replacement of the wing locker fuel transfer pump on October 7, 2009, at a Hobbs time of 1,883.3 hours.
The left engine was a Teledyne Continental Motors TSIO-520-NcJ, serial number R-514510. Total time since rebuild was 367.7 hours at the last annual inspection, installed on N2217B on March 10, 2005. Last maintenance was an oil and filter change on September 29, 2009.
The right engine was a Teledyne Continental Motors TSIO-520-KcJ, serial number R-504251. Total time at last annual was 3,157.3 hours; time since major overhaul was 1,401 hours. Last maintenance was an oil and filter change on September 29, 2009.
Fueling records at Henderson Executive Airport showed the airplane was last fueled on January 16, 2010, with 73.9 gallons of 100-octane low lead aviation fuel. The receipt indicated "tips only per customer request"; on the Cessna 340, the wingtip fuel tanks are the main fuel tanks.
Meteorological Information
No evidence was found that the pilot obtained a preflight weather brief, and no flight plan was filed.
The closest official weather observation station was San Bernardino International Airport (KSBD), 11 nm southeast of the accident site. A METAR at 1453 PDT reported wind from 150° at 19 knots gusting to 31 knots; visibility 2 miles in rain and mist; sky condition 2,200 feet scattered, 5,000 feet broken, 6,500 feet overcast; temperature 12°C; dew point 11°C; altimeter 29.66 inches of mercury; relative humidity 94%.
Ontario International Airport (KONT), 12 nm southwest, reported at 1453 PDT: wind from 220° at 9 knots; visibility 3 miles; sky condition 600 feet scattered, 1,300 feet broken, 2,500 feet overcast; temperature 13°C; dew point 12°C; altimeter 29.69 inches of mercury.
Wreckage and Impact Information
Investigators from the NTSB, FAA, Cessna, and Teledyne Continental Motors examined the wreckage on scene.
The first identified point of contact (FIPC) was a ground scar near the upper end of a draw, opening downhill to the north-northwest. The debris field was about 500 feet long and 150 feet wide on a magnetic bearing of 340°, elevation about 2,490 feet. Both sides of the draw sloped about 60°; the FIPC was near the top of the left slope.
The first third of the FIPC contained two separated propeller blades from the left engine; the third blade was not recovered. The central portion contained the rotating beacon housing, battery pieces, circuit breaker panel, and vertical speed indicator. Downhill were three separated propeller blades from the right engine. Both engines were in the creek at the bottom.
The main wreckage consisted of the aft cabin area and empennage; near it was a portion of the right wing. The master switch and magneto control panel were about 3/4 into the debris field. Pilot and copilot seats, radios, and instruments were next. The last debris was the throttle quadrant with levers for throttles, propellers, and mixture controls attached.
Medical and Pathological Information
The San Bernardino County Coroner completed an autopsy and determined cause of death as massive blunt force trauma. The FAA Forensic Toxicology Research Team performed toxicological testing of specimens of the pilot. Analysis found no tested drugs in muscle; tests for carbon monoxide or cyanide were not performed. The report found 19 mg/dL ethanol detected in muscle.
Tests and Research
Investigators examined the wreckage at a hangar in Chino, California, on January 27, 2010.
The airplane was highly fragmented. Both wings separated in multiple locations; leading edges crushed aft. Both horizontal stabilizers and vertical stabilizer separated from the empennage, all with aft crush damage on leading edges.
All flight control surfaces and balance weights were accounted for. Due to extensive damage, flight control continuity could not be established; control cables separated in multiple locations in a broomstraw fashion. Control yokes, rudder pedals, trim wheels, control knobs, and attaching hardware sustained severe crush damage.
All landing gear separated and fragmented. Landing gear selector switch and position lights sustained severe damage. The actuator gearbox bell-crank was in the gear up position.
Investigators identified no anomalies that would have precluded normal operation with the airframe.
Both engines separated from the airframe, sustained crush damage and partial fragmentation. Internal components visible through breach points. No anomalies were identified that would have precluded normal operation with either engine.