History of Flight
On May 10, 2018, at about 2031 Pacific daylight time, a Beech BE76 airplane, N803FC, collided with mountainous terrain while maneuvering near Julian, California. The flight instructor, pilot receiving instruction, and passenger were fatally injured. The airplane was destroyed by a postimpact fire. The airplane was registered to and operated by Scandinavian Aviation Academy of El Cajon, California, as a Title 14 Code of Federal Regulations Part 91 instructional flight. Night visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Apple Valley Airport (APV) at about 1932 and was destined for Gillespie Field Airport (SEE), El Cajon, California.
The purpose of the flight was for the pilot receiving instruction to complete two back-to-back cross-country flights of at least 2 hours in duration, each covering a straight-line distance of more than 100 nautical miles. The first 2-hour flight was conducted during daytime, and the second during nighttime. The course syllabus identified several tasks for these flights. A representative of the operator reported that maneuvers are usually performed to facilitate a 2-hour flight. All flight is prohibited below 500 ft above ground level (agl) and the minimum cruise altitude is 2,000 ft agl in mountainous terrain.
Review of Federal Aviation Administration (FAA) radar data showed the airplane near Ramona Airport (RMN) at about 2009. The track indicated the airplane traveled east and climbed to about 5,600 ft mean sea level (msl) with groundspeed varying from 116 to 133 knots for about 14 miles. It then slowed and executed a left turn from a heading of about 48° to about 176°, maintaining altitude around 5,600 ft msl while groundspeed decreased to 55 knots. After the turn, groundspeed increased to about 67 knots, and the airplane climbed to 6,600 ft msl heading southwest on a course of about 195°. A right turn course reversal to an easterly heading followed, continuing for about 10 miles.
The radar data then showed the airplane initiating a second left 180° turn at 6,200 ft msl and groundspeed of about 121 knots. At the apex of the turn, altitude was 6,100 ft msl and groundspeed 50 knots. The airplane then descended, with groundspeed increasing to 74 knots and then decreasing to 50 knots. The last radar return at about 2031 showed the airplane at 5,700 ft msl and 67 knots near the accident site.
Personnel Information
The flight instructor, age 28, held an airline transport pilot certificate with multiengine land rating and a commercial pilot certificate with single-engine land privileges. He also held a flight instructor certificate with ratings for airplane single engine, multiengine, and instrument airplane. He held an FAA first-class medical certificate dated May 10, 2018, with no limitations. According to a resume provided by the operator, the instructor reported 2,000 hours total flight experience, including 1,500 hours as pilot-in-command, 150 hours in multiengine airplanes, 170 hours of instrument flight, and 125 hours at night. The operator reported that the instructor was newly hired and that the accident flight was his first instructional flight with the company.
The pilot receiving instruction, age 24, held a private pilot certificate with airplane single-engine land and instrument airplane ratings, received on April 9, 2018. He held an FAA second-class medical certificate dated February 24, 2017, with no limitations. The operator reported that the pilot had 190 hours total flight experience, including 7 hours in multiengine airplanes, 7 hours in the accident airplane make and model, and 13 hours at night. In the preceding 90 days, he logged 50 total flight hours, including 7 hours in the accident airplane make and model and 2 hours at night.
Aircraft Information
Review of maintenance logbook records revealed that the most recent annual inspection was completed on March 3, 2018, at a recorded tachometer time of 2,130.1 hours and an airframe total time of 14,150.9 hours.
Meteorological Information
The 1953 automated weather observation from Ramona Airport, about 18 miles northwest of the accident site, included winds from 290° at 7 knots, visibility 10 statute miles, clear sky, temperature 16°C, dew point 13°C, and an altimeter setting of 29.86 inches of mercury. An active AIRMET issued at 1945 indicated moderate turbulence below 12,000 ft for the region. The National Weather Service Area Forecast discussed gusty surface winds for the mountains/deserts: "Gusty west winds through 08Z Friday from 15-25 mph gusting 35-45 mph." High-Resolution Rapid Refresh model data identified wind magnitudes of about 35 knots from the west-southwest near 6,100 ft, which resided near the top of a temperature inversion. The upset occurred immediately downwind of relatively high terrain, inside the temperature inversion. Temperature inversions can promote wave action and turbulence. The Los Angeles sectional chart showed a caution block near the Julian VOR that read, "Caution: Extreme turbulence and severe up and down drafts during high wind conditions."
Wreckage and Impact Information
The accident site was located less than 1 mile southeast of the Julian VOR in mountainous terrain near the bottom of a draw at an elevation of about 4,200 ft. Terrain elevation within a 2-mile radius ranged from 3,700 to 5,300 ft. Initial impact was in a westerly direction, and debris path extended to the east. Wreckage was contained within about a 150-ft circumference. The farthest piece downslope was the right propeller. All structural components were located at the site. Airframe and engines were examined at Air Transport, Phoenix, Arizona.
The fuselage, empennage, and wings were destroyed by the postimpact fire. Flight control continuity was established for all flight controls. All cables were either cut during recovery or exhibited tension overload separations. Elevator and rudder trim tab actuators showed extensive thermal damage, precluding determination of trim tab settings. The flap actuator was observed in the fully extended position, which, according to the manufacturer, corresponds to flaps retracted.
Both engines sustained severe thermal damage. The left engine's magneto, carburetor, fuel pump, and sections of the accessory case and oil sump were consumed by fire. Impact damage included deformation to the No. 1 cylinder area. Spark plugs were secure but damaged. Fuel supply lines showed impact and thermal effects; no fuel was observed. The carburetor was partly consumed; throttle/mixture controls were attached. Crankshaft rotation was precluded due to impact damage. Valve trains were intact with no preaccident malfunction. Combustion chambers were undamaged with normal coloration. No oil residue was found in the exhaust. Holes drilled through the engine case revealed no lubrication deprivation or contamination. The right engine had similar extensive thermal damage, with the No. 4 cylinder head separated from barrel threads. No preaccident catastrophic mechanical malfunction was observed.
Both propellers were two-bladed constant speed. Crankshaft fractures showed torsional overload. Blades remained attached; pitch change knobs were fractured on both blades, with counterweight punctures. Impact marks indicated blade angles at or near low pitch stop (about 12°). Bearing races were fractured. Both propellers had similar damage: leading edge gouges, chordwise/rotational scoring, and bending opposite rotation.
Medical and Pathological Information
Autopsies performed by the County of San Diego Medical Examiner's Department determined the cause of death for both pilots as multiple blunt force and thermal injuries. Toxicology testing at the FAA Forensic Sciences Laboratory was negative for drugs and alcohol.