14 CFR Part 91: General Aviation
Accident occurred Thursday, May 16, 2013 in Floriston, CA
Probable Cause Approval Date: 06/18/2015
Aircraft: CESSNA 421C, registration: N421W
Injuries: 1 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
During a cross-country instrument flight rules (IFR) flight, the air traffic controller cleared the pilot to begin his initial descent for landing and issued a heading change to begin the approach. The pilot acknowledged the altitude and heading change. One minute later, the controller noticed that the airplane's radar track was not tracking the assigned heading. The controller queried the pilot as to his intentions, and the pilot replied that he was in a spin. There were no further communications with the pilot. The wreckage was subsequently located in steep mountainous terrain.
A study of the weather indicated widespread cloud cover in the area around the time of the accident. A witness near the accident site reported that he heard an airplane in a dive but could not see it due to the very dark clouds in the area. He heard the engine noise increase and decrease multiple times. It is likely that the pilot entered into the clouds and failed to maintain airplane control. The changes in the engine noise were most likely the result of the pilot's attempt to recover from the spin.
About 8 months before the accident, the pilot completed the initial pilot training course in the accident airplane and was signed off for IFR currency; however, recent or current IFR experience could not be determined.
Examination of the fragmented airplane and engines revealed no abnormalities that would have precluded normal operation.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain airplane control during descent while operating in instrument meteorological conditions.
HISTORY OF FLIGHT
On May 16, 2013, about 1330 Pacific daylight time (PDT), a Cessna 421C, N421W, impacted mountainous terrain near Floriston, California. Tri-Wings LLC, was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot was fatally injured; the airplane was destroyed by impact forces and a post-crash fire. The cross-country personal flight departed Reid-Hillview Airport (RHV), San Jose, California, at 1237 PDT with a planned destination of Reno, Nevada. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed.
While descending into Reno, the pilot was in communication with air traffic controllers (ATC). After departing from 17,000 feet msl and cleared to 11,000 feet, the pilot appeared to veer off the assigned heading of 040 degrees. ATC attempted to verify the pilot's intentions when the pilot advised he was in a spin. There were no further communications with the pilot.
A witness near the accident site heard an airplane, which he could not see due to the dark clouds in the area. He described what he heard as an airplane in a dive, and he could hear the engine noise increase and decrease multiple times. After the airplane noise stopped, he saw a column of black smoke in the area of the accident site.
The accident site was located by US Forest Service personnel in the Toiyabe National Forest about 0.6 miles southwest of the Verdi Peak, at an elevation of 7,957 feet msl.
PERSONNEL INFORMATION
A review of Federal Aviation Administration (FAA) airman records revealed that the 67-year-old pilot held a private pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane.
The pilot held a third-class medical certificate issued on September 14, 2012. It had the limitations or waivers that the pilot must wear corrective lenses.
No personal flight records were located for the pilot. The aeronautical experience listed in this report was obtained from a review of the FAA airmen medical records on file in the Airman and Medical Records Center located in Oklahoma City, Oklahoma. The pilot reported on his most recent medical application that he had accumulated a total flight time of 1,400 hours.
The wife of the pilot estimated his total flight time at the time of the accident as 1,480 hours, with 79 hours in the Cessna 421 make and model. The pilot had logged about 25 hours in the last 90 days.
The pilot had satisfactorily completed the Cessna 421C initial pilot course from SIMCOM training center on August 31, 2012. The course completion indicated an IFR currency sign off.
No other IFR flight time documentation was recovered between August 13, 2012, and the date of the accident.
The pilot was required to log 25 hours with his Certified Flight Instructor (CFI) prior to insurance coverage for him to act as pilot-in-command. The 25 hours of training was completed and signed of as a visual flight rules (VFR) flight review on September 28, 2012.
AIRCRAFT INFORMATION
The airplane was a Cessna 421C, serial number 421C0868. No logbooks for the airplane or engines were recovered. Copies of the last annual inspection dated September 12, 2012, were obtained from the maintenance facility who accomplished the inspection. At this time the airplane had a total airframe time of 9,086.2 hours. The tachometer read 211.7 hours.
The left engine was a Continental Motors GTSIO-520-L, serial number 825087-R. Total time recorded on the engine at the last 100-hour inspection was 603.9 hours.
The right engine was a Continental Motors GTSIO-520-L, serial number 825089-R. Total time recorded on the engine at the last 100-hour inspection was 603.9 hours.
METEOROLOGICAL CONDITIONS
The closest weather reporting station to the accident site was located at Reno/Tahoe International Airport (elevation 4,415 feet), 15 miles east of the accident site. Nineteen minutes after the accident, the station disseminated a special weather observation report (SPECI); wind from 280 degrees at 12 knots, gusting to 21 knots; 10 miles visibility with broken clouds at 5,500 feet, 10,000 feet, 14,000 feet, and overcast clouds at 18,000 feet; temperature 17 degrees C; dew point 2 degrees C; and an altimeter setting of 29.94 inches of mercury.
An NTSB senior meteorologist completed a weather study for this case. The study indicated wide spread cloud cover in the area during the timeframe of the accident.
A witness in the area of the accident reported very dark clouds, and hearing thunder close by just prior to accident.
COMMUNICATIONS
The airplane was in contact with Northern California Terminal Radar Approach Control (TRACON). A transcript of the recorded transmissions between the pilot of N421W and ATC is attached to the accident docket. The following partial transcripts are noted.
At 1247 PDT, N421W was cleared to continue his climb to 15,000 feet.
At 1253 PDT, ATC advised the pilot of reported icing conditions between 13,000 and 16,000 feet.
At 1254 PDT, N421W requests to level off at 13,000 feet. The pilot states "two one whiskey then uh can I level off at one three thousand cause it's kinda clear right here." The request was approved by ATC.
At 1304 PDT, the pilot stated "and norcal golden eagle four two one whiskey I'm getting into a little bit of a cloud area here wondering if I can climb on up to fifteen one five thousand." The request was approved by ATC.
At 1307:31 PDT, ATC re-identified N421W, and requested him to "ident and say altitude." The pilot replied "two one whiskey ident---and we're at one four thousand eight hundred approaching one five thousand." ATC advised that N421W was in radar contact 6 miles northeast of McClellan.
At 1307:45 PDT, N421W stated "two one whiskey and we're kind of between layers here for your feedback."
At 1314 PDT, N421W requested and received clearance to climb to 17,000 feet.
At 1326 PDT, ATC issued a clearance to descend and maintain 13,000 feet.
At 1326 PDT, N421W checked in with NorCal TRACON, and advised that he was descending out of 17,000 for 13,000 feet.
At 1327:09 PDT, ATC issued a radar vector heading 040 degrees, and a descent clearance to 11,000 feet. At 1327:16 PDT, N421W acknowledged the heading and the descent clearance.
At 1328:34 PDT, inquires N421W to verify heading of 040-degrees.
At 1328:38 PDT, the pilot replied "uh two one whiskey negative."
At 1328:40 PDT, ATC queried N421W as to his intentions. No reply was heard.
ATC attempted to contact N421W, and coordinated with other controllers. ATC made a comment to another controller "yeah four two one whiskey point out I'm not sure what he is doing there he's maneuvering in a circle I'm not talking to him anymore."
At 1329:12 PDT, N421W transmits "four two one whiskey's in a spin"
At 1329:20 PDT, N421W transmitted "spin"
The last identified transmission from N421W was at 1329:24 PDT, "two one whiskey's in a spin."
WRECKAGE AND IMPACT INFORMATION
Investigators documented the accident site on May 17 and 18, 2013. The wreckage was recovered on May 18, 2013, for further examination.
The accident site was a near vertical shale rock face. The first identified point of contact (FIPC) was airplane debris towards the top of the rock face. The debris path was along a magnetic heading of 040 degrees. The orientation of the fuselage was 220 degrees. The debris field was about 70 yards in length from the top of the hill down to the bottom. Some heavy objects of the airplane were located father down the hillside.
MEDICAL AND PATHOLOGICAL INFORMATION
The Sierra County Coroner completed an autopsy on May 20, 2013. The cause of death was listed as blunt force trauma.
The FAA Civil Aerospace Medical Institute (CAMI), Oklahoma City, performed toxicological testing of specimens of the pilot.
Analysis of the specimens for the pilot contained no findings for tested drugs. They did not perform tests for carbon monoxide or cyanide.
The report contained the following findings for volatiles: 18 (mg/dL, mg/hg) ethanol detected in muscle; 10 (mg/dL, mg/hg) ethanol detected in kidney.
TESTS AND RESEARCH
Examination of the recovered airframe and engines was conducted on May 19, 2013, at the facilities of Airlift Helicopters, Inc., Reno. No evidence of preimpact mechanical malfunction was noted during the examination of the recovered airframe and engines.
A majority of the fuselage from the nose to the aft pressure bulkhead was consumed. The empennage was found partially separated from the fuselage at the aft pressure bulkhead. Pieces of windshield were found at the initial impact point. Based on actuator position, the landing gear was retracted.
No soot streaking was observed on either side of the empennage.
No soot streaking was noted on the main landing gear doors, a recovered nacelle baggage door, an upper engine cowling, or the right nacelle rear fairing.
The cabin interior was consumed by the post-impact fire. All of the seats were separated from the floor and a majority of the seats were in multiple pieces. Portions of instruments and switches were found in the debris field. Four air driven gyro rotors were found in the wreckage and examined. Two of the rotors were found separated from their instruments. The left side attitude indicator and HSI were found crushed. The left side attitude indicator display appeared to indicate a wings level attitude. The rotors were removed from the attitude indicator and the HSI. Both rotors and their housing exhibited rotation scoring. Seat belt use could not be determined. None of the recovered instruments could be read.
All of the flight controls were found at the accident site. Both ailerons were separated from the wings. A majority of the flaps remained attached to the wings. The elevators remained attached. The rudder was attached with the exception of the rudder cap which was found at the initial impact site.
A majority of the fuel system was consumed by the post-impact fire. Both fuel strainers were clean.
The propeller blades were labeled "A" thru "F". All of the blades had separated from their hubs and the hubs were in multiple pieces. None of the recovered hub pieces contained serial number stamps.
All of the blades exhibited "S" bending with blades "A", "B", "D", and "F" exhibited tip curling.
The airframe and engine examination report is attached to the accident docket.
http://dms.ntsb.gov
January 27, 1946 - May 16, 2013
Resident of Reno, NV with Strong Ties to the Bay Area
Bob's full and active life came to a sudden end last week doing what he loved, when his twin-engine Cessna 421 crashed in the Sierras near Verdi Peak in Sierra County CA. Born in Independence MO as the youngest of four to the late Ralph W. and Margaret J. Richardson, his family placed strong emphasis on education.
He often joked of 'surviving' Jesuit school to graduate from Rockhurst High School as an Eagle Scout and varsity athlete. He continued to earn a Bachelor of Science degree in Electrical Engineering from St. Louis University and later a Master's in Business Administration from Southern Illinois University.
Bob served as a Captain in the Air Force during the Vietnam War, where he developed his love for flying. He lived all over the country but spent a large portion of his over 35 year career in the Bay Area's high tech and electronics industries, especially semiconductors.
After working as an engineer he founded Infinity Electronics, pioneering the selling of digital clocks and watches to consumers. Infinity was acquired by Fairchild where Bob worked as Division Product Marketing Manager for the Consumer Products Division. He was recruited by Motorola where he then worked for over 10 years culminating in his appointment as Director of the New Enterprises Group.
He held various strategic management positions at SRI International, Arthur D. Little, Source Technology, and was President and General Manager of Plantronics Inc.'s Santa Cruz Division. He joined Silicon Valley Group as President of the lithography subsidiary in Wilton, CT and then as VP of Marketing and President of the Track Division in San Jose, CA.
In 1997, Bob became Chairman and CEO of Unitrode Corp. in Manchester, NH, while also serving as Trustee for Southern New Hampshire Medical Center. Unitrode was acquired by Texas Instruments in 2000, and Bob returned to the Bay Area where he was a Director for multiple high-tech companies, including Applied Signal Technology (acquired by Raytheon), Genus (acquired by Aixtron), Adept Technology, Inc. and CBRITE Technology. He was currently serving as a member of the Advisory Board for the College of Engineering at University of Nevada, Reno, and excited to further his involvement in higher education.
Bob was well loved by his many friends and all members of his extended family. He was particularly devoted to his wife Cindi, enjoying summers on a lake and traveling together. He was an endless source of support and guidance for his children, Ryan and Megan. He loved flying, astronomy, SCUBA diving, sailing, skiing, fishing, and traveling to name a few. He loved animals, and often flew with his cat for company at his destinations. He had a calm, caring, vivacious personality, and his lust for life was contagious, sparking his family to try new adventures, as he did. He will be greatly missed.
In addition to his wife, Cynthia (Cindi) Mulloy Richardon of Reno NV and Los Gatos CA, he is survived by his two children from his marriage to Ellen Duff: Ryan Richardson of Kauai'i HI and Reno NV and Megan Richardson of Los Gatos CA; his two step children: Michael Mulloy of Valencia CA and Cassie Dresti of Los Gatos CA; his sisters, Mary Pat Berkin of Sunnyvale CA and Judith Bunney of Santa Fe NM; his brother, Ralph Richardson of Macungie PA. He was a role model and mentor to his children and many others, especially his eight nephews and niece. They have valued his guidance, generosity and friendship through the years.
A private service for the family will be held at Gate of Heaven Catholic Cemetery in Los Altos, CA. Friends are invited to attend a Visitation, Tuesday May 28, 2013 from 7:00 P.M. to 9:00 P.M. at LIMA & CAMPAGNA SUNNYVALE MORTUARY, 1315 Hollenbeck Avenue, Sunnyvale, CA.
In lieu of flowers please send donations to the Wounded Warrior Project www.woundedwarriorproject.org, which Bob supported.
"Once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return."
- Leonardo da Vinci
http://registry.faa.gov/N421W
NTSB Identification: WPR13FA234
14 CFR Part 91: General Aviation
Accident occurred Thursday, May 16, 2013 in Floriston, CA
Aircraft: CESSNA 421C, registration: N421W
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On May 16, 2013, about 1325 Pacific daylight time (PDT), a Cessna 421C, N421W, impacted mountainous terrain near Floriston, California. Tri-Wings LLC, was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot was fatally injured; the airplane was destroyed by impact forces and a post-crash fire. The cross-country personal flight departed Reid-Hillview Airport (RHV), San Jose, California, at 1237, with a planned destination of Reno, Nevada. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed.
While descending into Reno, the pilot was in communication with air traffic control (ATC), and after departing from 17,000 feet msl and cleared to 11,000 feet, the pilot appeared to veer off the assigned heading of 040 degrees. ATC attempted to verify the pilot’s intentions when the pilot advised he was in a spin. There were no further communications with the pilot.
Witnesses near the accident site observed the airplane in a descending spin until it impacted terrain. A fireball was observed following the impact.
The accident site was located by US Forest Service personnel in the Toiyabe National Forest about .6 miles southwest of the Verdi Peak, at an elevation of 7,957 feet msl.
Investigators documented the accident site on May 17 and 18. The wreckage was recovered on May 18, 2013, for further examination.
SIERRA COUNTY, Calif. May 22, 2013 - On Wednesday 22 May 2013 at about 1600 hours positive identification was made of the pilot and sole occupant of the aircraft. He is identified as Mr. Robert "Bob" J. Richardson, aged 67 years.
He is from the Reno, NV and Los Gatos, CA areas and he often flew in-and-out of the Grass Valley Airport in Nevada County, CA for business. He was a Veteran of the United States Air Force, serving at the rank of Captain during the Vietnam era.
The purpose of his flight last Thursday, May 16th was attendance at an advisory board for the College of Engineering of the University of Nevada at Reno where he was a board member.
He had "mostly retired" per his wife from being a Director on several Boards of multi high technology companies. He was identified by the California Department of Justice Latent Prints Section with assistance from his family in obtaining prior exemplars.
The cause of the crash is still under investigation by the National Transportation Safety Board (NTSB) and the Federal Aviation Administration (FAA).
California officials are still waiting to confirm the identity of a pilot killed in a crash Thursday west of Verdi before releasing the pilot’s name.
The Sierra County Sheriff’s Office on Monday only released an email recounting the details of the Cessna 421C Golden Eagle crash southwest of Verdi Peak in Sierra County. It crashed on a ridge between Stampede Reservoir in California and Verdi.
The sheriff’s office believes only the pilot was on board the flight from San Jose to Reno. It said the pilot still has not been positively identified. The aircraft is registered to Tri-Wings LLC in Reno.
RENO, Nev. (KOLO) May 16, 2013, businessman Bob Richardson left the South Bay headed for Reno flying his twin engine Cessna 421.
Just east of Boca Reservoir he hits thunderstorms and trouble.
Richardson told an air traffic controller he was in a spin.
Witnesses at the reservoir report an uneven sound from the aircraft's engines, then a crash and fire. The plane had slammed into a rugged ridge near the summit of Verdi peak, the wreckage scattered.
His death was a heavy blow to his family.
"It was an awful shock of course," remembers his nephew Greg Berkin.. "He was just a wonderful guy."
Richardson had been a Vietnam veteran, an experienced pilot.
The National Transportation Safety Board investigated. Their conclusion? Loss of control.
But what had happened to cause an apparent spin remained unanswered.
So, Berkin, also a pilot and a software engineer, literally went back to school, enrolling in USC's School of Aviation Safety and bringing the wreckage of his uncle's plane with him.
He gathered and analyzed all available data, applied it to an animation of the flight, but inevitably it wasn't enough.
"So my thought was, let's see if we can turn this tragedy and this investigation into something positive that can help other pilots.
Usually the first question I get asked when I mention that my uncle was killed in a plane crash is 'What did the black box say?' And usually the answer is there is no black box."
The device is required in commercial aircraft, but is rare in general aviation.
Shortly before the crash his uncle had installed a piece of equipment called an Automatic Dependent Surveillance Broadcast or ADSP in his aircraft. It tracks the location of an airplane broadcasting it to others.
By 2020, it will be required in all private aircraft. What if, he thought, a black box could be connected to do much more, monitoring and sending data from the aircraft, the weather it was experiencing, even the pilot himself.
If such equipment had been installed in Richardson's aircraft, Berkin would have many of the answers he sought.
"We'd know much more accurately what happened."
So, that's what he's been developing. He's worked up a prototype design and is now looking for partners to develop and put it into production.
It has been, he says, a labor of love, but he thinks his uncle would approve.
"He was all about helping fellow engineers, fellow pilots, fellow entrepreneurs to start businesses. So, I think he would have loved this. It would have been very, very meaningful to him."
http://www.kolotv.com
