Big Bear City Airport, Big Bear City, California

Location:

Beautiful Big Bear Lake is located almost 7000 feet above the Pacific Ocean in the San Bernardino Mountains and is just a short flight from the Los Angeles area. With over 300 days of sunshine, a refreshing mountain lake and two highly rated ski resorts, Big Bear is known as California's only Four Season Resort.

Big Bear's environment is dominated by pine and oak forest. It sits in a mecca of sunshine and clear air. Average annual temperatures range from a pleasant 56 to 80 degrees in the summer months to around 30 degrees in the winter. Precipitation averages about 20 inches per year and snowfall is common during winter months. Big Bear provides habitats for 30 wintering Bald Eagles and 29 species of rare plants.

History:

Big Bear City Airport Today:  Obstructions reported; Mountains on all quadrants; Ultra-lights;



Airport Services and Amenities:  Callaway Aviation; Big Bear Airport District; Pacific Crest Aviation, Inc.;

Special Events and Attractions:  Events throughout the year include Big Bear Airport's Air Fair held every other year, the next being in August 2009; Old Miner's Days complete with a chili cook-off and parade; Oktoberfest celebration; plays at the 338-seat Performing Arts Center; and special events at the Big Bear Zoo and Discovery Center.  Skiing;

Airport Area Accident History:
Accident occurred Sunday, October 19, 2008 in Big Bear, CA
Probable Cause Approval Date: 11/5/2008
Aircraft: BEECH F33A, registration: 65HP
Injuries: 1 Minor, 1 Uninjured.
The pilot, who was a certified flight instructor (CFI), submitted a written statement. She had departed from a local airport and received flight following to her destination. After obtaining the wind information, which she recalled reporting winds from 240 degrees at 5 knots, gusting to 17 knots, she entered a left downwind for runway 26. The pilot landed on the runway and the airplane swerved to the right, departing the runway surface and impacting a parked airplane, a vehicle, and an airport hangar. The Safety Board investigator interviewed a CFI that departed from the same airport and was landing at the same destination as the accident flight. He also obtained flight following and overheard the communication between air traffic control and the accident pilot, and then landed behind her. He indicated that the winds were reported from 220 degrees at 5 knots. During the landing, the airplane went past the final approach leg and then entered a 270-degree
turn to enter back into the traffic pattern. When the airplane entered onto the final leg he looked down and saw a cloud of dust. Approximately 5 minutes after the accident, an aviation routine weather report (METAR) for the airport was reporting, in part, winds from 240 degrees at 8 knots.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's failure to maintain directional control of the airplane during landing.

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Accident occurred Saturday, June 21, 2008 in Big Bear City, CA
Aircraft: Cessna R172K, registration: N758DH
Injuries: 2 Uninjured.

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.

On June 21, 2008, about 1015 Pacific daylight time, a Cessna R172K, N758DH, impacted water while attempting to takeoff from Big Bear City Airport (L35), Big Bear City, California. The owner/pilot was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The certificated private pilot and one passenger were not injured; the airplane sustained substantial damage during the water impact. The cross-country personal flight departed L35 with a planned destination of San Diego, California. Visual meteorological conditions prevailed, and no flight plan had been filed.

In a telephone interview, the pilot reported that during takeoff the airplane was not climbing as he expected it to. He deployed the flaps in an attempt to increase lift but the airplane continued to descend until it impacted the water. Both the pilot and passenger were able to egress the airplane and swim to shore.

The pilot stated that the airplane and engine had no mechanical failures or malfunctions during the flight.

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Accident occurred Wednesday, May 28, 2008 in Big Bear City, CA
Probable Cause Approval Date: 8/28/2008
Aircraft: Cessna 172M, registration: N21134
Injuries: 1 Serious.
The pilot was on approach to runway 26 about 80 feet over the runway, when she believed she experienced a severe wind shear, which caused the airplane to veer to the left. The pilot raised the flaps, added full power, and initiated a go-around, but was initially unable to get the airplane to climb. A pilot witness reported observing the airplane about 50 feet over the runway, slowing but not descending, and thought it was going to stall. The witness stated that the airplane slowed even more, then banked left and right at up to a 45-degree angle of bank. The witness saw the airplane's wings continue to oscillate in roll, then it banked sharply to the left as the nose achieved a steep nose up attitude, while remaining at 40 to 50 feet above the ground. The airplane then impacted a set of power lines. Wind gusts at the time of the accident were reported at 12 knots. There were no anomalies reported with the airplane prior to the flight. The density altitude
at the mountain airport was calculated to be about 7,700 feet.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's failure to maintain adequate airspeed while on approach to landing that resulted in a stall/mush. Contributing to the accident was the wind shear and the high density altitude condition.

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Accident occurred Tuesday, April 08, 2008 in Big Bear City, CA
Aircraft: Cirrus Design Corp. SR22, registration: N868PC
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.

On April 8, 2008, about 2130 Pacific daylight time, a Cirrus Design Corp. SR22 airplane, N868PC, was destroyed after impacting mountainous terrain in the San Bernardino National Forest while maneuvering, about 8 nautical miles west of the Big Bear City Airport (L35), Big Bear City, California. The private pilot, sole occupant and registered owner of the airplane, was killed. Visual meteorological conditions prevailed for the personal flight, which was conducted in accordance with 14 Code of Federal Regulations Part 91, and no flight plan was filed. The airplane departed the Flabob Airport (RIR), Riverside, California, about 2115, with its destination being L35.

Subsequent to a family member becoming concerned when the flight failed to arrive at its destination, the Federal Aviation Administration issued an Alert Notification (ALNOT) at 0235 on April 9th. Later that morning, about 0800, search and rescue personnel located the wreckage on a 30-degree slope, about 500 feet northwest and 200 feet below the summit of Butler Peak, elevation 8,535 feet mean sea level.

An examination of the accident site revealed that numerous freshly broken trees and severed tree branches littered the debris path, which extended in excess of 1,000 feet on a magnetic heading of 055 degrees. It was further observed that the airplane had fragmented laterally in excess of 200 feet on both sides of the energy path, and that the Cirrus Airframe Parachute System (CAPS) had deployed as a result of impact forces. It was also noted that while various engine accessory components had separated and could be identified throughout the debris field, the airplane's engine could not be immediately accounted for in the debris path. The propeller was located and exhibited signatures of producing power. The examination also revealed that all flight control components necessary for flight were accounted for.

At 2130, the L35 Aviation Weather Observing System reported wind 290 degrees at 9 knots gusting to 22 knots, visibility 10 nautical miles, scattered clouds at 800 feet, scattered clouds at 1,300 feet, temperature 32 degrees Celsius (C), dew point -2 degrees C, and an altimeter setting of 29.79 inches of Mercury.

Following recovery of the airplane, which is being delayed due to inclement weather conditions at the accident site, a detailed examination will be conducted at a secured storage facility. A search is continuing for the engine.

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Accident occurred Monday, September 17, 2007 in Big Bear City, CA
Probable Cause Approval Date: 7/30/2008
Aircraft: Air Tractor AT-802A, registration: N91357
Injuries: 1 Uninjured.
The airplane was loaded with 700 gallons of fire retardant to support fire suppression efforts and the engine chip light illuminated while the pilot was maneuvering to position for a drop at 1,100 feet above ground level. About 20 to 30 seconds later, the pilot heard a loud bang and the engine lost total power. The pilot intentionally ground looped the airplane during a forced landing in an open area in order to avoid a brick wall, fence, and a parking lot containing vehicles and people directly ahead. Examination of the engine revealed the engine lost total power due to the failure of the No. 1 bearing, which resulted in axial and radial movement of the compressor rotor and severe over temperature damage to the gas path components. The bearing failure was due to electrical arcing between the bearing races and rolling elements. The electrical arc pitting of the starter-generator gear shaft indicated a direct electrical arcing path from the
starter-generator to the bearing. The exact source of the electrical arcing within the starter-generator was not determined. According to the maintenance records, the starter-generator was replaced 172 hours prior to the accident due to bearing distress. According to a Transport Canada Service Difficulty Advisory, No. AV-2007-05, dated October 29, 2007, in the PT6A engine, electrical arcing occurrences have caused pitting and subsequent failure of the No. 1 bearing. Electrical current travels from the defective starter-generator (SG) spline shaft, through the engine accessory drive train to the engine No. 1 bearing causing mild to severe bearing damage such as pitting, grooves, or craters. The extent of bearing damage, and therefore, the time before failure, is dependent on various factors such as the electrical current, exposure time, bearing load, and rotational speed. The most common and preventable cause of electrical arcing, is from armature
leakage occurring as a result of an accumulation of brush dust. This dust can provide an electrical discharge path between the commutator and the shaft. Secondly, a breakdown of the commutator insulation and/or the lamination slots can cause an electrical short. In order to detect pending failure of the No. 1 bearing, the Pratt and Whitney maintenance manual addresses oil contamination monitoring procedures in the event of starter-generator replacement for electrical reasons. The oil filter is to be inspected at 100-hour intervals for engine bearing material for 700 hours following starter-generator installation. There was no record of any subsequent oil filter patch checks or other related inspections after the starter-generator change.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

Loss of engine power while maneuvering due to the failure of the number 1 bearing that was caused by electrical discharge damage to the bearing originating from the starter-generator. Contributing to the accident was the operator's failure to follow the engine maintenance manual procedures for oil monitoring following generator replacement and the unsuitable terrain for the forced landing.

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Accident occurred Tuesday, November 14, 2006 in Big Bear Lake, CA
Probable Cause Approval Date: 9/26/2008
Aircraft: Cessna 421B, registration: N642BD
Injuries: 3 Fatal.
Witnesses said that it appeared that the left engine sustained a loss of power just after rotation and liftoff. The airplane initially had a positive rate of climb, but then immediately yawed to the left as it cleared 30-foot-high power lines that were perpendicular across the flight path. The airport is at the east end of a lake in a mountain valley; the airplane departed to the west and was flying over the lake. The airplane was about 2 miles from the runway when witnesses observed dark smoke coming from the left engine, and the smoke increased significantly as the flight continued. The airplane banked hard left with the wings perpendicular to the ground, and then nosed in vertically. The landing gear remained down throughout the accident sequence. On site examination revealed that the top spark plugs for the left engine were black and sooty. A detailed examination revealed that the left turbocharger turbine wheel shaft fractured and separated. Extreme
oxidation of the fracture surfaces prevented identification of the failure mode; however, the oxidation was the result of high temperature exposure indicating that the fracture occurred while the turbocharger was at elevated temperature during operation. The multiple planes exhibited by the fracture also were not consistent with a ductile torsional failure as would be expected from a sudden stoppage of either rotor. No evidence of a mechanical malfunction was noted to the right engine. The Cessna Owners Manual for the airplane notes that the most critical time for an engine failure is a 2-3 second period late in the takeoff while the airplane is accelerating from the minimum single-engine control speed of 87 KIAS to a safe single-engine speed of 106 KIAS. Although the airplane is controllable at the minimum control speed, the airplane's performance is so far below optimum that continued flight near the ground is improbable. Once 106 KIAS is achieved,
altitude can more easily be maintained while the pilot retracts the landing gear and feathers the propeller. The best single-engine rate-of-climb is 108 KIAS with flaps up below 18,000 feet msl. Section VI of the manual provides operational data for single-engine climb capability. The data was only valid for the following conditions: gear and flaps retracted, inoperative propeller feathered, wing banked 5 degrees toward the operating engine, 39.5 inches of manifold pressure if below 18,000 feet, and mixture at recommended fuel flow.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

Failure of the turbine wheel shaft in the left turbocharger during the takeoff initial climb for undetermined reasons, and the pilot's failure to attain and maintain safe single engine airspeed that led to a loss of control.

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Accident occurred Sunday, April 30, 2006 in Big Bear, CA
Probable Cause Approval Date: 8/29/2006
Aircraft: Cessna 172S, registration: N534SP
Injuries: 2 Uninjured.
The airplane's right wing tip hit a light pole during taxi. While taxiing toward the run up area, the pilot noticed that a twin engine airplane behind him was in a hurry, because the twin was gaining on him. The pilot moved to the side of the taxiway in order to let the twin engine airplane pass while he did his run-up. He watched his right wing tip as he was turning in order to clear a light pole. He diverted his attention his left wing. That is when his right wing tip hit the pole.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the pilot's failure to maintain wing clearance from a pole during taxi.

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Accident occurred Monday, August 08, 2005 in Big Bear City, CA
Probable Cause Approval Date: 12/28/2006
Aircraft: Piper PA-28-235, registration: N8540W
Injuries: 2 Fatal, 1 Serious.
The airplane made a sudden steep turn to the right, rolled inverted, and impacted the ground just after the landing flare. Witnesses observed the airplane make a normal landing approach to runway 08 and flare. The engine suddenly went to full power, the nose pitched up, and the plane abruptly turned to the right. It then continued to roll right and impacted the ground inverted at the south edge of the airport boundary. The airplane's sudden turn and right roll is consistent with the result of a cross-control stall to the right, as described by the Airplane Flying Handbook. Two witnesses stated that they saw an airplane takeoff from runway 26 (in the opposite direction) moments after the crash. Approximately 5 minutes after the accident radar data identified a contact 2 miles east of the airport, traveling at 85 knots, departing the vicinity. Four minutes would be the approximate amount of time required for an airplane traveling at 85 knots to perform a
downwind departure from the airport and appear on radar 2 miles to the east, if it followed the approximate 5.5-mile downwind departure route. Radar coverage to pattern altitude was not possible due to the mountainous terrain in which the airport is located. Examination of the airplane revealed no evidence of a preimpact malfunction or failure of the control system or power plant.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's failure to maintain aircraft control and adequate airspeed while executing an evasive maneuver during an aborted landing, which resulted in a cross-controlled accelerated stall and impact with terrain. Contributing to the accident was the probable presence of another aircraft on the runway traveling in the opposite direction.

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Accident occurred Sunday, March 13, 2005 in Big Bear City, CA
Probable Cause Approval Date: 7/31/2006
Aircraft: Piper PA-28-140, registration: N9956W
Injuries: 1 Serious, 3 Minor.
The airplane encountered a stall/mush condition during the takeoff initial climb and descended until colliding with a roadside guardrail about 1 mile beyond the end of the runway. The guardrail was located beneath power lines having an approximate elevation of 57 feet above the airport's elevation. Prior to takeoff, the pilot added 25 gallons of fuel for the planned 43-mile (direct) flight. This increased the airplane's gross weight to within 34 pounds of its maximum certificated gross weight. The pilot heard the airport's automated weather broadcast that the density altitude was at least 8,100 feet. The pilot did not consult the available Piper "Owner's Handbook" that indicated the maximum elevation published for takeoff was for a 7,000-foot density altitude condition. At this altitude, about 3,800 feet are required to takeoff and clear a 50-foot obstacle. At an 8,100-foot density altitude, an undetermined additional distance would be required. The
pilot allowed the passenger to perform the takeoff. The passenger held a student pilot certificate, had about 15 hours of total flight time, and had not soloed. The stall warning light illuminated several times during the approximately 2-minute-long flight, and the pilot took over the controls from the passenger. A witness observed the airplane 15 to 20 seconds before it crashed. The witness noted that the airplane was in a nose high pitch attitude, with its nose 10 to 15 degrees above the horizon. Then, the airplane's nose lowered, and the airplane descended until impacting the guardrail. The pilot subsequently reported that the maximum altitude gained during the flight was about 200 feet above ground level, following which he encountered a downdraft. The airplane's "Owner's Handbook" indicates that at an 8,100-foot density altitude, the maximum rate of climb is about 325 feet per minute. No pre-impact mechanical malfunctions or failures were identified
during examination of the wreckage.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's failure to maintain adequate airspeed that resulted in an inadvertent stall/mush during initial climb. Contributing factors were the pilot's inadequate preflight preparations and the high density altitude.

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Accident occurred Friday, August 20, 2004 in Big Bear City, CA
Probable Cause Approval Date: 6/8/2005
Aircraft: Cessna 182G, registration: N2059R
Injuries: 1 Uninjured.
The airplane struck a bush and the airplane came to rest inverted after the pilot inadvertently landed on an airport road. While turning the base leg of the traffic pattern, the pilot listened to the UNICOM, which advised that the main runway was closed due to construction and to land on the taxiway located left of the runway. The pilot's visibility was restricted due to glare from the setting sun. As the pilot turned onto final, he could see neither a taxiway, nor a yellow stripe taxiway marking. He mistakenly touched down on an airport road, located approximately 10 feet left of the temporary runway. Upon touchdown the pilot realized his error and instantly began a go-around; however, the airplane's left wing struck a bush and the airplane came to rest inverted.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the pilot's mistaken selection of an airport road as the landing runway. Factors in the accident were the nonstandard markings on the temporary landing surface and the glare from the setting sun.

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Accident occurred Tuesday, July 27, 2004 in Big Bear City, CA
Probable Cause Approval Date: 9/29/2004
Aircraft: Cessna 172P, registration: N65615
Injuries: 2 Uninjured.
The airplane collided with bushes and terrain during an attempted landing on a temporary runway. The runway is normally the south taxiway. It is the designated runway during major repairs to the main runway 08/26, and is marked with a displaced threshold and normal striping. The airplane landed prior to the displaced threshold. The instructor took the controls during the base leg turn when the student pilot voiced some concerns about his ability to land the airplane due to his lack of familiarity with the airport and the turbulence. The instructor reported gusty winds (280 degrees at 9-14), and severe windshear that was not reflected during his preflight weather briefing, or by the Unicom advisory service. The AWOS was out of service. The instructor put in an additional 10 degrees of flaps after clearing some trees. Upon encountering a high rate of sink he applied full power for a go-around and retracted the flaps to 10 degrees. He reported that the
airplane was moving violently down and left, and ground contact was inevitable. The instructor reported that there were no mechanical issues with the airplane.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the instructor's inadequate compensation for wind conditions and delayed decision to perform a go-around. Contributing factors were wind gusts, windshear, and an excessive descent rate.

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Accident occurred Monday, July 19, 2004 in Big Bear City, CA
Probable Cause Approval Date: 12/20/2005
Aircraft: Agusta A119, registration: N928KR
Injuries: 7 Uninjured.
While maneuvering during an intentional low altitude and low airspeed flight over upsloping high mountainous terrain, the helicopter lost effective translational lift while turning about 50 feet above ground level and the helicopter entered an uncontrolled descent and impacted hard on the mountainside. The purpose of the sales demonstration flight was to provide the prospective buyer (county sheriff) an opportunity to evaluate the helicopter in reconnaissance type missions over mountainous terrain. To facilitate the evaluation, the demonstration pilot allowed the sheriff's pilot to fly the helicopter over a route chosen by the sheriff. The sheriff's pilot had no flying experience in the model of helicopter. The flight was unremarkable until the sheriff's pilot allowed the helicopter's main rotor speed to drop while decreasing the forward airspeed to 20 knots. The demonstration pilot did not take the controls from the sheriff's pilot in time to avert the
uncontrolled descent into the 8,800-foot mean sea level terrain. At the time, the outside air temperature was about +20 degrees Celsius, and the density altitude was over 11,000 feet. According to the helicopter manufacturer's performance data for hovering out of ground effect, the helicopter was about 500 pounds too heavy to hover at this altitude at the helicopter's gross weight.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the pilot-passenger's failure to maintain an adequate airspeed above translational lift and to maintain adequate main rotor rpm while performing a maneuvering turn under high density altitude conditions and over high mountainous terrain, which resulted in an uncontrolled descent. Also causal was the pilot-in-command's inadequate supervision of the pilot-passenger and his delayed initiation of remedial action.

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Accident occurred Friday, November 21, 2003 in Big Bear City, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Piper PA-28-180, registration: N7292W
Injuries: 2 Fatal.
While flying on a moonless night in mountainous terrain to an airport in a mountain valley, the aircraft encountered mountain wave conditions and downdrafts in the 500 to 1,000 foot-per-minute range, which resulted in a collision with mountainous terrain. The two-man aircrew participated in a Civil Air Patrol (CAP) search and rescue training exercise (SAREX) being held over the weekend, and had flown from the mountain valley airport along the accident route of flight that morning. The CAP group was informed that high winds were expected the following day and flying operations might be cancelled. The aircrew decided to return to their home base in a small mountain town (elev: 6,748 feet) instead of staying at the SAREX base for the night. The aircrew had commented to the CAP Incident Commander that they had experienced some moderate turbulence on the flight out of the mountains severe enough to have their heads hit the cockpit canopy and toss a cell phone
out of the passenger's shirt pocket. They departed the SAREX base at night and there was no moon illumination at the time they approached the 8,000-9,000 foot mountain ridgeline. The airplane approached the mountains at 10,300 feet, and shortly thereafter entered a mountain wave, and experienced turbulence and downdrafts. Radar data showed that the airplane steadily descended through 8,000 feet during the last 4 minutes of the flight. The airplane impacted the side of the mountain at the 6,970 foot elevation with low energy, in a very steep left turn; left wing down. Analysis of the weather conditions established that mountain wave conditions existed at 9,000 feet with a wavelength of 2.79 miles, amplitude of 717 feet, and a maximum vertical velocity of 1,185 fpm. This wave had a potential for moderate to severe turbulence. There is no record that the pilot requested or received a weather briefing. At the cruise altitude of the airplane, the performance
charts show that it had a maximum climb capability of about 400 feet per minute.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilots inadequate preflight planning and intentional flight into known adverse weather conditions. Contributing to this accident was the fact that it was a dark night with no moon illumination.

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Accident occurred Sunday, June 01, 2003 in Big Bear City, CA
Probable Cause Approval Date: 9/1/2004
Aircraft: Beech 58, registration: N18142
Injuries: 3 Uninjured.
The airplane sustained substantial damage during a hard landing. A witness to the accident stated that the airplane was approaching "too hot" and touched down three separate times due to its high approach speed. On the third touchdown, the airplane's landing gear collapsed and the airplane slid to a stop. Photographs of the runway surface displayed a noticeable crack running the length of the runway, left of the centerline. Significant markings were located approximately midpoint down the runway. Two parallel black skid marks with irregular zigzag patterns, exhibiting heavy tread markings, were also visible left of the centerline. These skid marks were about 6 feet apart and parallel to the runway centerline. The left skid mark was located about 6 inches left of the crack. The right skid mark was located about 5 feet to the right of the crack. There were two sets of six thin scrape marks dimensionally similar to propeller slashes in the runway surface
located adjacent to each of the two black skid marks. There was approximately 12 inches in between each of the scrape marks, which were perpendicular to the runway centerline. One set of scrape marks was on the left side of the left skid mark. The second set of scrape marks was on the right side of the right skid mark. A third mark, located midpoint in between the two black skid marks, consisted of a skid mark, which was nearly covered by a white paint transfer. This mark ran parallel to the runway centerline. All three skid marks faded as they continued down the length of the runway. The accident aircraft was painted white. The mechanic who examined the airplane after the accident stated that there was no evidence of a mechanical gear failure. Flight control and flap continuity were also checked with no anomalies noted. The flaps were examined, and found to be in the up position, consistent with the flap selector position. The flaps were not damaged.
The mechanic noted that the flaps are normally damaged if they are in the down position and the gear collapses. The pilot told the mechanic that he was not sure if he had put the flaps down during the approach.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's excessive approach speed and misjudged landing flare, which resulted in a hard landing and collapse of the landing gear. A factor in the accident was the pilot's failure to use flaps.

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Accident occurred Sunday, April 06, 2003 in Big Bear Lake, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Piper PA-28-140, registration: N8719N
Injuries: 2 Fatal, 1 Minor.
The airplane impacted steep mountainous terrain while climbing after departure approximately 5 miles to the southwest of the departure airport. The airport was surrounded by 7,600-foot to 8,000-foot mountain ridges to the north, south, and east. To the west was a 6-mile-long lake ending in a dam and then a descending valley. Weather was clear skies with winds from the southwest at 6 knots. The pilot flew a southwestern departure route from the airport that crossed rugged mountainous terrain within 5 miles of the airport. This route was not the departure route recommended by the Big Bear City Airport; however, this pilot had recommended this route to at least one other pilot he had flown with in the past. The pilot misjudged the altitude required to cross these mountains and collided with terrain. No preaccident anomalies were noted with the airplane or engine. Toxicology lab results indicated that the pilot had been exposed to marijuana within the 10
hours prior to the flight. Medical analysis indicated that the pilot may have been somewhat impaired by the affects of marijuana, but it is unclear what role such impairment might have played in the decision making that set the stage for this accident.


The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the pilot's inadequate decision regarding a departure route and his failure to maintain clearance with rapidly rising mountainous terrain. A factor in the accident was the pilot's impairment by the effects of exposure to marijuana within the 10-hour period prior to the flight.

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Accident occurred Tuesday, August 13, 2002 in Big Bear City, CA
Probable Cause Approval Date: 3/2/2004
Aircraft: Cessna S550, registration: N50BK
Injuries: 7 Uninjured.
On a final approach to runway 26 the flight crew was advised by a flight instructor in the traffic pattern that a wind shear condition existed about one-quarter of the way down the approach end of the runway, which the flight crew acknowledged. On a three mile final approach the flight crew was advised by the instructor that the automated weather observation system (AWOS) was reporting the winds were 060 degrees at 8 knots, and that he was changing runways to runway 08. The flight crew did not acknowledge this transmission. The captain said that after landing smoothly in the touchdown zone on Runway 26, he applied normal braking without any response. He maintained brake pedal pressure and activated the engine thrust reversers without any response. The copilot said he considered the approach normal and that the captain did all he could to stop the airplane, first applying the brakes and then pulling up on the thrust reversers twice, with no sensation of
slowing at all. Considering the double malfunction and the mountainous terrain surrounding the airport, the captain elected not to go around. The aircraft subsequently overran the end of the 5,860 foot runway (5,260 feet usable due to the 600 displaced threshold), went through the airport boundary fence, across the perimeter road, and came to rest upright in a dry lakebed approximately 400 feet from the departure end of the runway. With the aircraft on fire, the five passengers and two crew members safely egressed the aircraft without injuries before it was consumed. Witnesses to the landing reported the aircraft touched down at midfield, was too fast, porpoised, and was bouncing trying to get the gear on the runway. Passengers recalled a very hard landing, being thrown about the cabin, and that the speed was excessive. One passenger stated there was a hard bang and a series of smaller bangs during the landing. Federal Aviation Regulations allowed 3,150
feet of runway for a full stop landing. Under the weather conditions reported just after the mishap, and using the anticipated landing weight from the load manifest (12,172.5 pounds), the FAA approved Cessna Flight Manual does not provide landing distance information. Post-accident examination and testing of various wheel brake and antiskid/power brake components revealed no anomalies which would have precluded normal operations.

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Accident occurred Thursday, June 20, 2002 in Big Bear City, CA
Probable Cause Approval Date: 5/13/2003
Aircraft: Cessna 337C, registration: N2671S
Injuries: 1 Uninjured.
After a 30 minute flight, and approximately 5 minutes prior to landing, the pilot switched the fuel selectors to the "AUXILIARY" position. During the turn from downwind to base, both engines lost total power. The pilot activated both auxiliary electric boost pumps to the "LOW" position with no change in power noted. Unable to reach the runway, the pilot elected to execute a forced landing to a residential road. The airplane landed hard and impacted a tree and a fence. The airplane was destroyed by an ensuing fire. The airplane contained approximately 40-60 gallons of fuel prior to departure. The amount of fuel in the fuel tanks at the accident site could not be determined; however, fuel samples were obtained from all four fuel tanks with no anomalies noted. The Cessna POH "Before Landing" checklist requires the fuel selectors to be in the following positions: Front Engine - "LEFT MAIN"; Rear Engine - "RIGHT MAIN". The POH "Engine-Out During Flight"
checklist requires the fuel selectors to be in the main tank positions, and the pilot to "turn its auxiliary fuel pump on 'HI' until fuel flow is restored." The pilot had accumulated a total of 46 hours in the airplane make and model.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The loss of engine power due to fuel starvation.

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Accident occurred Monday, June 04, 2001 in Big Bear City, CA
Probable Cause Approval Date: 3/2/2004
Aircraft: Piper PA-28-180, registration: N5413S
Injuries: 1 Fatal.
The student pilot lost control of the single engine airplane during the takeoff initial climb with a tailwind and collided with trees while descending in the crosswind turn. The student departed with an 8-knot tailwind. The UNICOM frequency was reported to be in operation; however, no one reported hearing the accident airplane request departure information or make a position report. According to a pilot witness, the airplane was unable to gain altitude after leaving ground effect and the nose pitched up and to the left, and began to "oscillate back and forth as if it was having difficulty in trying to climb." The witness added the airplane made a shallow left-hand turn and the nose began to pitch up, then the airplane "stalled and the aircraft went nose down." The student pilot was a paraplegic and had obtained approximately 74 total hours of flight time, of which approximately 25 hours were accumulated in the same make and model as the accident
airplane. The student had accumulated approximately 6 hours of solo flight time prior to the accident flight. The aircraft utilized a rudder hand control, which allowed the pilot to operate the rudder pedals manually. The student had performed a demonstrated ability flight utilizing the hand control 5 days before the accident. A post accident examination of the wreckage revealed the propeller had sliced through 4-inch thick tree branches. The right magneto would not operate following the accident and it was noted that the breaker points would not open, oil and dirt were found in the magneto housing, and the magneto's drive was excessively loose. At the time of the last annual inspection, the engine's magneto timing was checked. A service bulletin issued for the affected magneto required an inspection of the magnetos every 500 hours. At the time of the accident, the magneto had accumulated a total time in service of 1,256.36 hours, and there was no entry
indication the service bulletin had been complied with. No other anomalies were noted with the airplane and engine. The density altitude was computed to be 8,400 feet.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the student pilot's selection of a takeoff runway conducive to a tailwind weather condition and his failure to maintain airspeed and his inadvertent stall during takeoff initial climb. Factors in the accident were the partial loss engine power resulting from the inoperative right magneto and the high density altitude weather condition.

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Accident occurred Sunday, February 27, 2000 in BIG BEAR CITY, CA
Probable Cause Approval Date: 10/2/2001
Aircraft: Piper PA-34-200, registration: N15202
Injuries: 1 Minor, 2 Uninjured.
Approaching runway 26, the pilot was advised by airport personnel on the common traffic advisory frequency (CTAF) that the automated weather observing system (AWOS) indicated the wind was 13 knots with gusts to 28 knots. Also, its direction was variable from 170 to 230 degrees. The pilot reported that he slowed the airplane's approach speed to 90 knots and extended the flaps to the normal midrange position. About 30 feet above the runway he encountered a wind gust and lost control of the airplane. It impacted the runway, yawed sideways, and came to a stop with a collapsed landing gear and bent fuselage. The airplane's manufacturer suggests in its "Pilot's Operating Manual," that in crosswind or high-wind conditions, a higher than normal (90 knot) approach speed be used and the pilot should consider using no flaps.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's selection of a final approach airspeed in variance with the manufacturer's recommendations, which was too slow for the gusty and variable crosswind conditions, which resulted in a stall/mush and a hard landing.

Big Bear City Airport Approach / Landing: