History of Flight
On August 1, 2015, about 0905 Pacific daylight time, a Cessna P337G, registration N4CU, impacted mountainous terrain approximately 2.8 miles east of Santa Paula Airport, Santa Paula, California. The commercial pilot was fatally injured and the airplane sustained substantial damage. The airplane was registered to and operated by the pilot under 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed for the flight and no flight plan had been filed. The flight originated at Santa Paula Airport and was destined for California City, California.
A California Resources Corporation employee working at the South Mountain Booster Plant located the wreckage about 1400 PDT on August 1. A witness reported seeing the airplane take off at 0902 from runway 22 at Santa Paula Airport. The airplane disappeared into a 300-foot above ground level (agl) overcast, then reemerged after turning 180 degrees on a close downwind to the runway. It then departed on the downwind to the east.
The wreckage was found on the north side of South Mountain on a 40-degree slope with scrub trees at an elevation of 1,223 feet mean sea level (msl). The initial point of impact was the left wingtip, identified by wingtip fairing fragments and topped-off small trees and brush next to the main impact ground scar. The ground scar contained a landing gear door. Clipped brush and ground scar evidence indicated a level attitude at impact. The airplane traveled upslope 20 to 30 feet beyond the initial impact point along a 205° magnetic bearing.
Personnel Information
The pilot, age 82, held a commercial pilot certificate with ratings for airplane single-engine land and sea, and multiengine land, issued June 11, 1995. He held a third-class medical certificate issued February 1, 2008, with the limitation that he must have glasses available for near vision. Additionally, he held a mechanic airframe and powerplant certificate issued August 7, 2008. The pilot's logbook was not located for examination. On his February 1, 2008 medical certificate application, he reported total flight time of 3,290 hours.
Aircraft Information
The six-seat, high-wing, twin-engine, retractable landing gear airplane, serial number P3370065, was manufactured in 1973. It was powered by a Rolls Royce TSIO-360D in the front and a Continental Motors TSIO-360C(5B) in the rear, both capable of producing 225 horsepower. Both engines were equipped with McCaulley constant speed, two-blade propellers. A review of the airplane's maintenance logbooks showed an annual inspection performed on July 31, 2014. At that time, the documented total time on the airframe was 2,246.7 hours. The front engine logbook documented a 100-hour inspection completed on July 31, 2015, with time since overhaul (TSOH) of 921.7 hours. The rear engine logbook showed a 100-hour inspection completed on July 31, 2015, at 1,403.0 hours TSOH. Both engine inspections were signed by the pilot, who held a mechanic airframe and powerplant certificate. Family members stated the flight's intention was to travel to California City, where a mechanic was to finish the annual inspection.
Meteorological Information
The nearest weather reporting station was Camarillo Airport, about 10 miles southwest of the accident site. At 0855, the automatic surface observation system (ASOS) recorded calm wind, 5 statute miles visibility in haze, a 700-foot agl overcast, temperature 21°C, dew point 18°C, and atmospheric pressure 29.99 inches of mercury. The GOES-15 satellite visible image at 0900 depicted an area of low stratiform clouds and/or fog over the accident site and departure airport, generally hugging the California coastal sections. The San Diego upper air sounding plot supported a cloud or stratus layer with tops to only 2,000 feet agl, a defined temperature inversion from 2,000 to 4,000 feet, stable atmosphere, and light winds. The radiative cloud top temperature over the accident site was 292° Kelvin (18.8°C), corresponding to cloud tops at 2,152 feet msl.
Wreckage and Impact Information
The wreckage was located on a 40° slope, upright, with wings and tail sections intact, on a 137° magnetic bearing, and a 20-30 foot ground scar oriented along 205°. The wings had separated at the wing roots but remained next to their approximate location along the fuselage. The forward firewall was displaced aft into the cockpit instrument panel and the cockpit floor was displaced upward into the cabin. The left tail boom remained attached to the left wing and extended aft. The stabilizer and elevator remained attached to the tail booms. Both vertical fins and rudders remained attached to the tail booms. The forward engine was displaced down and to the left; the propeller had separated from the crankshaft behind the propeller flange. The aft engine remained attached to the aft engine mount and was displaced to the right; the propeller remained attached. All flight control surfaces were present, and control cables were traced and continuous. Fuel was confirmed present in the left wing fuel tank and in each engine distribution valve. Both engine crankshafts were rotated manually, and thumb compression was achieved on all cylinders. Both propellers exhibited leading edge and blade tip damage consistent with power application.
Medical and Pathological Information
An autopsy was performed on the pilot by the Ventura County Medical Examiner-Coroner on August 3, 2015. The cause of death was listed as blunt force trauma. The Federal Aviation Administration's Civil Aerospace Medical Institute (CAMI) Forensic Toxicology Research Team performed toxicology on specimens from the pilot, with negative results for ethanol and listed drugs. Tests for carbon monoxide and cyanide were not performed.