HISTORY OF FLIGHT On June 30, 2002, about 1059 Pacific daylight time, a Beech V-35A, N156U, collided with mountainous terrain while maneuvering in a canyon near Ojai, California. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The commercial pilot, one pilot rated passenger, and another passenger sustained fatal injuries; the airplane was destroyed. The personal cross-country flight departed Van Nuys (VNY), California, about 1030, en route to Oceano (L52), California. Visual meteorological conditions prevailed, and no flight plan had been filed. The primary wreckage was at 34 degrees 33.503 minutes north latitude and 119 degrees 28.139 minutes west longitude. A witness reported that the pilot was one of a group that routinely gathered on weekends for local flights. They all met at Van Nuys about 0930 for a preflight briefing. The accident pilot was to be the lead, and he obtained a weather brief. He then briefed the group on weather, communications, route, altitudes, alternates, and safety issues. The flight consisted of a group of eight airplanes. The airplanes departed as three groups in formation. Two groups consisted of three airplanes, and a third group consisted of just two airplanes. The group formed up at 4,500 feet. The witness reported that after flying around the area for about 25 minutes, the lead instructed everyone to separate and follow in trail. The lead and the number two airplane stayed in formation with the second airplane on the right wing. The rest of the airplanes followed in loose trail as the leader maneuvered in a serpentine manner. The flight was now over the Ojai area and proceeded on a northerly heading. Members of the group reported that they had flown in this area before. Witnesses reported that the first two airplanes separated from the rest of the group. They descended into a canyon to an estimated 500 to 1,000 feet above ground level (agl). The other airplanes followed about 500 feet behind the airplane that they were following. The number three pilot estimated that he was about 200 feet above the leader's altitude and number two was between them. Number three was flying at 120 knots and heard "90." He noticed that number two was getting closer to the leader, and he was closing on number two. As the airplanes proceeded toward the end of the canyon, number three noticed that the terrain was rising, and the canyon was getting narrow. Due to his concern about terrain clearance, he decided to exit the formation. He asked the leader if he was going to make it, but he had his microphone keyed and did not hear a response. Other pilots heard someone say, "I don't think so." A few seconds later, number three initiated a hard pull up to the left and began to climb. He completed about 15 degrees of turn and saw the lead airplane collide with trees and terrain at his 2-o'clock position. The number two airplane was a little to the right of the lead when it also collided with the terrain. The lead airplane caught fire and then the second airplane caught fire. The second airplane was N576Q, a Beech S35; see NTSB accident report LAX02FA212. Number three estimated that the ridgeline elevation was 6,000 feet, and he cleared the ridgeline by 50 feet. He noted an outside air temperature of 87 degrees Fahrenheit. He immediately notified authorities in Santa Barbara, California, and entered an orbit at 8,000 feet. Within 7 to 8 minutes a helicopter arrived and dropped water on the fire. About 20 minutes later several aircraft arrived on scene and number 3 departed the area. PERSONNEL INFORMATION A review of Federal Aviation Administration (FAA) airman records revealed that the pilot held a commercial pilot certificate with ratings for airplane single engine land and instrument airplane. The pilot held a second-class medical certificate issued on December 13, 2000. It had the limitations that the pilot must wear corrective lenses. No personal flight records were located for the pilot. The National Transportation Safety Board investigator-in-charge (IIC) obtained the aeronautical experience listed in this report from a review of a certified copy of the FAA airman records on file in the Airman and Medical Records Center, Oklahoma City, Oklahoma. The pilot reported on his medical application that he had a total time of 2,870 hours. His application for a commercial pilot certificate dated May 18, 1999, indicated the following times: 2,540 total, 2,310 pilot-in-command, 216 instrument, and 430 night. A review of the logbook for the pilot rated passenger in the front seat revealed that the pilot held a private pilot certificate with a rating for airplane single engine land. He held a third-class medical certificate issued in August 2001. He had an estimated 130 hours total time, and 52 as pilot-in-command. AIRCRAFT INFORMATION The airplane was a Beech V-35A, serial number D-8840. The IIC did not recover logbooks for the airplane. A maintenance facility provided their records. These records indicated that they completed an annual inspection on February 1, 2002, at a total airframe time of 5,442 hours. The engine was a Teledyne Continental Motors IO-520-BA engine, serial number 551645. Total time on the engine recorded at the annual inspection was 2,045 hours, and it had 127 hours since major overhaul. METEOROLOGICAL INFORMATION An aviation routine weather report (METAR) for Santa Barbara was issued at 1053. It stated: skies 700 feet broken; visibility 5 miles; mist; winds from 170 degrees at 9 knots; temperature 66 degrees Fahrenheit; dew point 60 degrees Fahrenheit; altimeter 29.96 inches of mercury. A pilot in the formation reported that skies were clear at the accident site. WRECKAGE AND IMPACT INFORMATION Investigators from the Safety Board and a representative from Raytheon Beech examined the wreckage on scene. The two airplanes came to rest within 75 feet of each other at the head of the canyon at an estimated elevation of 4,925 feet. The slope of the terrain at the accident site was approximately 45 degrees. A saddle on top at the head of the canyon was at an estimated elevation of 5,400 feet, and less than 1/2 mile from the accident site. Fire consumed the fuselage, right wing, and most of the inboard portion of the left wing. The outboard 5 feet of the left wing, which had a 3-foot piece of the aileron attached to it, was scorched. The leading edge of this outboard piece was crushed aft. Investigators found part of a ruddervator with the counterweight attached. The engine came to rest inverted. The IIC removed the bottom spark plugs for cylinders no. 1, 2, 4, and 6. They did not exhibit any mechanical damage; the electrodes appeared circular and gray in color. The magnetos and fuel control units sustained extensive thermal damage. One propeller blade separated 6 inches from the hub; the fracture surface had a matte finish and was irregularly shaped. A second blade separated about 12 inches from the hub; the fracture surface had a matte finish and was irregularly shaped. The third blade curled back and separated about 24 inches from the hub; the fracture surface had a matte finish and was irregularly shaped. One blade tip, which was curled, was recovered. The fuel selector valve was destroyed. The manufacturer's representative determined that the landing gear was in the up position. The flap actuator and the elevator trim actuators were not identified. The Safety Board did not take possession of the wreckage.