HISTORY OF FLIGHT On June 25, 1998, about 1237 eastern daylight time, an Ector-Cessna 305A (L-19), N16574, collided with trees while circling over a fire zone in mountainous terrain near Morganton, North Carolina. The airplane was owned by the State of North Carolina Forest Service and operated by the commercial pilot, an employee. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The pilot and sole occupant was not injured, and the airplane sustained substantial damage. The flight had originated from Morganton, North Carolina about 1200. According to the pilot, he was flying above the "Deal's Creek" fire as a spotter for the U. S. Forest Service (USFS). The fire was about halfway to the top of the ridge of Bald Knob mountain which lies in a generally north-south direction. He began by flying approximately 600-800 feet above the top of the ridge in a counterclockwise pattern. After completing several circuits, the pilot stated the air became turbulent, so he climbed to approximately 1600-1800 feet above the ridge. After completing several circuits at the new altitude, the pilot stated he decided to reverse directions and fly in a clockwise pattern. He flew away from the mountain on the leeward side and made a 180 degree turn. As he turned back towards the mountain, the airplane began to lose altitude rapidly. The pilot stated he added full power and leveled the wings, but he was still descending in excess of 500 feet per minute, with his airspeed decreasing through 80 miles per hour (mph). He then started a right turn to clear the ridge, but he was already below the ridge line. The pilot stated the controls became mushy and unresponsive. He stated he then slowed the airplane down, with full flaps, and attempted to make a "controlled crash". The pilot reported no problems with the airplane or engine. PERSONNEL INFORMATION The pilot held a commercial pilot certificate with single engine land, single engine sea, instrument airplane, and multiengine land ratings. He was also a certified flight instructor with single engine airplane, multiengine airplane, instrument airplane, and ground instructor ratings. His certificate was issued September 26, 1991. His last medical, a second class, was issued August 1, 1997, and it contained no limitations or waivers. The pilot had a flight review on December 2, 1996. The pilot reported having approximately 4 1/2 years mountain flying experience while in Alaska, but no formal training in mountain flying. Additional information about the pilot is contained on page 3 under the heading First Pilot Information. AIRCRAFT INFORMATION The airplane and engine records were inspected and showed no discrepancies. All applicable Airworthiness Directives had been complied with, according to the airplane records. The last inspection of the airplane, an annual, was completed January 9, 1998. The engine was also annually inspected on that day. According to the Pilot Operating Handbook, the airplane stalls at 47 mph when in level flight with no flaps at 2000 pounds. With full flaps, the airplane stalls at 43 mph. Additional information about the aircraft is contained on page 2 under the section titled Aircraft Information. METEOROLOGICAL INFORMATION The weather at the time of the accident was visual meteorological conditions. The reported winds in Asheville were variable at 5 knots. The pilot reported the winds at the accident site were westerly. Additional information about the weather is contained under the section titled Weather Information. WRECKAGE AND IMPACT INFORMATION When investigators arrived at the scene, the airplane was resting on the landing gear. The surrounding terrain sloped upward approximately 30 degrees, with the right wing on the high side. The wreckage was found together, facing 248 degrees. The surrounding terrain was mountainous with dense underbrush and a thick tree canopy. The accident site was at a latitude of North 35 degrees, 47 minutes, and 7 seconds, and a longitude of West 81 degrees, 58 minutes, and 3 seconds. The approximate altitude of the accident site was 3200 feet. Two trees directly in front of both wings showed 3 separate areas of freshly scarred bark at approximate heights of 20 feet, 15 feet, and 10 feet. The right wing had a circular indentation in the leading edge of the wing just inboard of the wing tip. There were also circular indentations in the leading edge at the midpoint of the wing and above the strut attachment point. One propeller blade was twisted slightly, and the tip was curled about 90 degrees, so it pointed aft. The opposing blade had chordwise scrapes across the face. The left wing was detached from the fuselage at the wing attachment point. There was a circular indentation in the leading edge of the wing at the strut attachment point. At the strut attachment point, the rivet line was pulled out, and there was spanwise crushing outboard to the landing light. The left wing was also fractured 1/4 of the way from the root, and the tip was folded down and back 30 degrees. The empennage had two circular indentations in the leading edge of the right horizontal stabilizer; one 6 inches from the root and one 2/3 of the way to the tip. The right elevator was fractured one foot inboard of the tip. The cockpit windshield and roof windows were shattered. The left and right rear windows were both cracked. The inboard corners of both wing flaps were inside the window frames. MEDICAL AND PATHOLOGICAL INFORMATION The pilot was not injured in the accident. ADDITIONAL INFORMATION The fire was burning on Federal land, so it was considered the U.S. Forest Service's (USFS) responsibility. But, the North Carolina Forest Service (NCFS) had a cooperative agreement with the USFS to assist them in the fighting of fires. As part of the cooperative agreement, the NCFS had to comply with the regulations of the USFS. The U.S. Forest Service required that a pilot maintain at least 500 feet above the ground except for during takeoff and landing, and they recommended that an observer be present to watch the fire, while the pilot flies the airplane. The USFS also stated that in Region 8, where the accident occurred, there is a 1,000 foot minimum descent altitude. Also, the USFS required pilots to have an initial checkride which includes the demonstration of in-flight skills for maneuvering in mountainous terrain and knowledge of typical mountain weather conditions. They also required recurrent training. The U.S. Forest Service also described the dangers and techniques associated with mountain flying in their Fixed Wing Operations Handbook, which was distributed to all its pilots. The handbook also listed training items to be covered, which included mountain flying. According to the North Carolina Forest Service, a pilot with prior mountain flying experience will receive no initial or recurrent training in mountain flying. He will receive one comprehensive "checkout" flight with the state chief pilot at the time he is hired. After being employed by the NCFS, a pilot receives one training session a year, which primarily deals with how to spot a fire and communicate with fire fighters. He will also fly a proficiency checkride annually. The North Carolina Forest Service has a draft version of the new Aviation Policy and Procedure Manual. The draft manual states all flights below 500 feet should be conducted under Title 14 CFR Part 137 regulations. It does not specify a minimum altitude for flight operations. The draft manual also states that pilots should receive "regular" training to include aircraft checkout and familiarization. The current manual in use also does not specify minimum altitudes or training programs. It does state that a pilot should have a checkride once a year. Neither manual states that an observer should be present during fire reconnaissance, and according to North Carolina pilots, it is unusual to utilize an observer. North Carolina pilots reported that they have no handbook or guidelines for use when flying. They also stated they have never seen the USFS's Fixed Wing Operations Handbook.