Beech F33A accident near Mt San Jacinto, California, January 13, 1997
On January 13, 1997 at about 10:39 pm local time, a Beech F33A, registered N31706, was destroyed in an accident near Mt San Jacinto, California. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
continued VFR flight by the pilot into instrument meteorological conditions (IMC), and his failure to maintain proper altitude or clearance from mountainous terrain. Factors relating to the accident were: the high/mountainous terrain, and the adverse weather condition (low ceiling/clouds).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 13, 1997 · about 10:39 pm local time
- Place
- Mt San Jacinto, California
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech F33A · all F33As on the register
- Registration
- N31706 · no longer on the register · serial CE-1284
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After takeoff, the pilot requested radar flight following service for his flight from Torrance through the Banning Pass to Palm Springs. Clouds were present in the Banning Pass area. At 1435:21, while proceeding at 7,600 feet in an easterly direction, the pilot asked the controller 'we on course through the Banning Pass?' The controller responded at 1435:26 and informed the pilot '. . . you're not through the Banning Pass but the Banning Pass is at eleven o'clock and eight miles.' There were no further communications from the pilot. The airplane continued cruising about 7,600 feet (mode C transponder altitude) on an east-northeasterly course until impacting terrain about 3.5 miles from the western side of Mt San Jacinto (peak elevation: 10,804 feet). Elevation of the crash site was 7,650 feet. A handheld type GPS receiver was found in the wreckage, and it was functionally tested. Extracted data revealed the GPS receiver had been operating during the accident flight. It had accurately recorded the airplane's flight track and indicated the airplane's last location within 1/2 mile of the crash site. The pilot was familiar with the southern California area.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 416 hours in all; 336 in this make and model; 87 in the last 90 days; 59 in the last 30 days; 324 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 1,012 hours
- Last inspection: annual inspection, October 18, 1996; 84 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-BB (piston); 0 hours total
The flight
- Departed from: TOA Torrance CA at 10:08 pm
- Destination: PSP Palm Springs CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 12 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 4,000 ft; scat at 2,000 ft
- Temperature: 55°F (13°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
- Observation at 10:47 pm from PSP, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.