History of Flight
On April 27, 2017, at approximately 1350 Pacific daylight time, a Nanchang CJ6A airplane, registration N192NG, was destroyed after impacting terrain near Keene, California. The private pilot, who was the sole occupant, sustained fatal injuries. The aircraft was registered to G&C CJ6 LLC and operated by the pilot under 14 CFR Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the personal cross-country flight, which originated from Apple Valley Airport (APV) at about 1255 with an intended destination of Porterville, California.
The pilot was flying in a four-airplane formation that had earlier departed Phoenix, Arizona, and made a fuel stop at APV. After a lunch break and a brief weather delay, the formation departed APV en route to Porterville, flying in a diamond formation with the accident pilot in the number 2 position (left of the lead). Approaching Tehachapi, California, the formation was at about 7,500 ft msl, above an overcast-to-broken cloud layer. As they began a shallow descent past Tehachapi, the lead pilot lost sight of the accident airplane and asked if the pilot was okay, receiving an affirmative response. Shortly after, the lead pilot asked again and again received confirmation. The pilot in the slot position (behind the lead) later noticed the accident airplane behind and lower, then lost sight and maneuvered to reestablish visual contact without success. The pilot in the number 3 position (right of lead) saw the accident airplane fly into a cloud layer in a wings-level, slightly nose-low attitude, behind and below. The formation could not reestablish radio or visual contact with the accident pilot.
A witness near the accident site reported seeing the airplane descend from a cloud layer in an almost vertical attitude before disappearing behind a mountain.
Personnel Information
The pilot held a private pilot certificate with an airplane single-engine land rating and a third-class special issuance medical certificate dated May 22, 2015, with a limitation stating "not valid for any class after 5/31/2017." On his most recent medical application, he reported 500 total flight hours, with 40 hours in the preceding 6 months.
Aircraft Information
The two-seat, low-wing, retractable-gear Nanchang CJ6A, serial number 3051217, was manufactured in 1975. It was powered by a 285-horsepower Huosai HS-6A engine driving a two-bladed, composite, controllable-pitch propeller.
Meteorological Information
At 1355, weather at Tehachapi Airport (TSP), about 5 miles southeast of the accident site, included wind from 290° at 26 knots gusting to 35 knots, visibility 9 statute miles, a broken cloud layer at 1,700 ft, an overcast layer at 2,500 ft, temperature 12°C, dew point 8°C, and an altimeter setting of 29.93 inHg.
Wreckage and Impact Information
The airplane impacted hilly terrain approximately 5 miles northwest of TSP, coming to rest in an almost vertical attitude on a magnetic heading of about 249°. All major structural components and debris were within about 100 ft of the main wreckage. The left wing separated and came to rest about 8 ft north of the main wreckage, with its aileron and flap attached; the entire wing exhibited leading-edge compression aft to the aileron and flap. The right wing partially separated, with its aileron and flap attached and similar leading-edge compression; a swath of displaced dirt matching the wing's size was under it. The fuselage was severely crushed aft, with the empennage compressed into the cabin and engine areas. The vertical stabilizer, rudder, horizontal stabilizers, and elevators remained partially attached. Both cockpits were severely fragmented, and instrument panels were fragmented with displaced instruments.
Flight control continuity was established from cockpit controls to all primary surfaces, with numerous cable separations exhibiting overload signatures. The engine had extensive impact damage to cylinders and crankcase; the accessory case was separated. Crankshaft rotation was precluded by damage, but mechanical continuity was established throughout the engine and valve train. Magnetos, starter, carburetor, and propeller governor were separated and damaged, precluding functional testing. Portions of both propeller blades were found separated from the hub, with chordwise striations on their forward sides.
Medical and Pathological Information
An autopsy by the Kern County Coroner determined the cause of death as multiple blunt force trauma. The external examination did not describe the condition of the brain or heart. Toxicological testing by the FAA identified 0.014 gm/dl of ethanol in muscle tissue but none in brain tissue; ethanol can be produced postmortem. Amlodipine (a blood pressure medication) and pravastatin (a cholesterol medication) were found in the liver, and amlodipine in muscle. These drugs are not generally considered impairing. The pilot had reported high cholesterol since 2002 and occasional premature ventricular contractions in 2004, with a cardiac catheterization showing mild-to-moderate coronary artery disease (40-50% stenosis in several arteries). He was placed on a special issuance medical certificate requiring annual reviews. A 2010 repeat catheterization showed slight worsening in the right coronary artery to 50-60% stenosis. At his last medical examination, he reported using doxazosin, hydrochlorothiazide, and simvastatin. Clinical reports received by the FAA in June 2016 included a normal stress test, an abnormal but unchanged echocardiogram, and a cardiologist's report indicating the pilot was doing well without symptoms.