Background
On July 11, 2015, at about 1600 Pacific daylight time, a Beechcraft A35, registration N8749A, was destroyed when it impacted terrain while maneuvering near Mazama, Washington. The private pilot and one passenger were fatally injured; the second passenger sustained serious injuries. The airplane was operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, but instrument meteorological conditions were reported near the accident site. No flight plan had been filed. The flight originated from Red Eagle Aviation (S27), Kalispell, Montana, at about 1415 mountain daylight time, with an intended destination of Lynden Airport (38W), Lynden, Washington.
Accident Sequence
According to the surviving passenger, the flight was delayed due to bad weather and departed around 1400. About 1.5 hours into the flight, she observed increased cloud coverage and strong turbulence. To stay out of clouds, the pilot kept descending. After flying through a first cloud, the pilot executed a sharp left turn to avoid terrain. He continued through a mountain pass using a freeway below for navigation. Shortly after, the airplane entered a second cloud. At that time, the other passenger accidentally turned off a pilot's tablet being used for navigation. Moments later, the survivor saw trees directly ahead. The pilot pulled back on the yoke, but the airplane impacted terrain. A post-accident fire ensued. The surviving passenger attempted to extract the others but was unsuccessful.
Aircraft and Pilot Information
The four-seat, single-engine, low-wing Beechcraft A35 (serial number D-2171) was manufactured in 1949. It was powered by a Continental Motors E-225-8 engine (225 hp) and equipped with a Hartzell two-blade adjustable-pitch propeller. Maintenance records were not provided for review. The pilot, age 62, held a private pilot certificate with single-engine land rating and a third-class medical certificate issued October 14, 2013, with the limitation: must have available glasses for near vision. He reported 242 total flight hours and 0 hours in the last 6 months. His logbook was not provided.
Meteorological Conditions
A National Weather Service surface analysis for 1700 depicted a low pressure center southeast of the accident site and a trough extending south from British Columbia. Radar imagery from Seattle/Tacoma showed light to moderate reflectivity in the accident region, consistent with rain. A North American Mesoscale model sounding indicated relative humidity greater than 90% between about 6,000 and 11,000 feet. Satellite imagery identified cloudy conditions with infrared cloud-top temperatures between about 0°C and -6°C. An Area Forecast for the Cascade Mountains forecast broken clouds at 9,000 feet, tops to FL220, scattered light rain showers, and isolated thunderstorms.
The pilot called Lockheed Martin Flight Service twice on July 11. At 0439, he was informed of a Convective SIGMET, an AIRMET Sierra for mountain obscuration, and Temporary Flight Restrictions due to forest fires. He postponed departure. At 1210, a second briefing reiterated the AIRMET Sierra and included a Convective SIGMET outlook and an AIRMET for icing above 13,000 feet. The briefer did not recommend flying in higher terrain if obscured.
Wreckage Examination
The accident site was on a mountain slope at 5,255 feet msl. Wreckage was scattered along a 130-foot upsloping path through Subalpine fir trees on a 030-degree magnetic heading. The first impact point was a tree broken off about 100 feet above ground. The main wreckage (engine, propeller, cabin, wings, fuselage, empennage) came to rest inverted, oriented southwest, and was consumed by fire. Control cable continuity was established for all primary flight controls. The flaps and landing gear were retracted. The elevator trim was about 5 degrees up. The engine was examined: rotational continuity was established, compression was obtained on most cylinders, and spark plugs were worn normal. The left magneto was thermally damaged; the right magneto was not located. The propeller showed bending. No preimpact mechanical malfunction was found that would have precluded normal operation.
Medical and Pathological Information
Autopsies performed July 16, 2015, by the Skagit County Office of the Coroner determined the cause of death for the pilot and passenger as multiple blunt trauma injuries. Toxicology tests on the pilot detected no carbon monoxide, volatiles, or drugs.