History of Flight
On May 1, 2023, about 1359 Pacific daylight time, a Beech A36 Bonanza, N2038Y, was substantially damaged when it impacted terrain near Big Bear City, California. The pilot and two passengers were fatally injured. The flight was operated as a personal flight under Title 14 Code of Federal Regulations Part 91.
According to a witness, the purpose of the flight was to conduct an airplane pre-buy inspection for one of the passengers at Big Bear City Airport (L35). The airplane departed French Valley Airport (F70) about 1122 and landed at Corona Municipal Airport (AJO) about 1136. It departed AJO about 1332 with the intended destination of L35.
ADS-B data indicated that during the transition from base leg to final approach, the airplane overshot the runway centerline. On short final, about 1359:35, the groundspeed decreased to 66 knots. Video surveillance showed the airplane banked right, entered a rapid descent, then recovered to a level attitude within seconds. About 1359:43, the right wing dropped, a rapid right bank ensued, and the airplane descended rapidly and impacted terrain.
Personnel Information
According to the pilot’s most recent FAA medical certification (May 11, 2022), he self-reported 2,000 total flight hours and 50 hours in the 6 months before the exam. Only one pilot logbook was available; it indicated 777.2 hours were forwarded from another source, with the type of airplane unknown. The logbook showed a flight review completed on September 7, 2019. Most entries indicated the primary aircraft flown was the accident airplane. The pilot’s total flight experience as of November 1, 2020, was 983 hours.
An aircraft flight log for the accident airplane had seven entries from May 21, 2020, to November 1, 2020. Two entries (July 30 and September 1, 2020) were missing from the flight log but annotated in the pilot’s logbook. Additionally, the flight log showed a 1-hour flight on October 23, 2020, while the pilot’s logbook indicated 3 hours.
Aircraft Information
The airplane was purchased on January 1, 2020. The last annual inspection was completed April 2, 2021. At that time, the tachometer time was 3,666.2 hours, engine time since overhaul 1,754.62 hours, airframe total time 3,666.62 hours, and propeller time since overhaul 656.62 hours.
Meteorological Information
No weather briefing from the pilot was found. The closest weather reporting facility was at L35, about 0.5 miles west of the accident site. The airport had an AWOS broadcasting every 20 minutes. At 1355, wind was 11 knots from 240° gusting to 18 knots, visibility 10 miles, sky clear, temperature 13°C, dew point -13°C, altimeter 29.84 inHg. At 1415, wind was 6 knots from 220° gusting to 19 knots. Wind direction varied up to 60°.
Multiple pilot reports indicated strong winds and turbulence in the area. The NWS issued an urgent advisory for southwest winds 25-35 mph gusting to 60 mph over the accident site. A G-AIRMET was valid for occasional moderate turbulence below 16,000 ft. NOAA HRRR and GOES data indicated mountain wave activity, including potential updrafts and downdrafts, at the time of the accident. The FAA’s Advisory Circular 00-57 described hazardous mountain winds, and the WRF model showed conditions favorable for mountain wave activity and a hydraulic jump moving across the accident site area about 1300, with strong vertical motion of 200-800 fpm followed by downdrafts.
Wreckage and Impact Information
The airplane impacted the ground nose-down, right bank on a heading of 310° magnetic. The right wing struck first, creating a 45-foot ground scar. Postimpact, the airplane cartwheeled and came to rest near upright. Both wings sustained impact damage; the right aileron separated, left aileron remained attached. The left fuel tank was breached; the right tank contained about 25 gallons of fuel. The engine partially separated, and the propeller separated at the crankshaft.
The left flap was fully extended; the right flap was retracted but its actuator was fully extended with damage at the attachment point. Left main and nose landing gear were extended; right main gear collapsed. The landing gear switch was in the extended position.
The empennage remained attached; minimal damage to right side horizontal stabilator, elevator, and trim tab. Left side surfaces sustained impact damage. The vertical stabilizer and rudder showed impact damage. First responders removed the overhead cabin during rescue efforts. Postaccident examination revealed no preimpact failures or anomalies.
Medical and Pathological Information
An autopsy of the pilot’s remains indicated the cause of death was multiple blunt force injuries, and the manner of death was accident. Toxicology testing found no drugs of abuse.
Performance Analysis
NTSB Research and Engineering reviewed ADS-B data and environmental conditions. At 7,500 ft msl, wind was from 210° at 17 knots. On base leg, the airplane had a groundspeed of 111 knots and airspeed of 85 knots. The pilot initiated a left turn from base to final at 89 knots airspeed and overshot the runway centerline about 1359:10. On final, airspeed decreased to 65 knots about 1359:35. Performance data indicated a stall break on short final at 1359:43. A 17-knot tailwind combined with high airport elevation produced a groundspeed much greater than airspeed. The high groundspeed contributed to overshooting the centerline. ADS-B data showed the pilot attempted to align with the runway with a 20° left turn, at which point the airplane appeared to stall.