History of Flight
On October 23, 2010, about 1332 Pacific daylight time, an experimental amateur-built Glasair III SH-3R, registration N2XZ, impacted sandy terrain on the east side shoreline of Lake Mathews, a Metropolitan Water District reservoir near Corona, California. The airplane was owned and operated by an airline transport pilot, who was killed along with a second pilot/passenger, also an airline transport pilot. Visual meteorological conditions prevailed, and the flight operated under 14 CFR Part 91 without a flight plan. The flight originated from Corona Municipal Airport about 1324.
No witnesses reported observing the accident. A search began when the airplane did not return, and FAA radar data revealed a track consistent with the airplane's performance. The radar showed the airplane departed runway 25, turned southeast, accelerated to about 190 knots ground speed, and proceeded toward Lake Mathews. It made two counterclockwise oval 360-degree turns with steep bank near the accident site. The last radar hit was at 1331:36, and the accident site was within 250 feet of that position.
Personnel Information
Both pilots were ejected during impact, and their preimpact seating positions could not be determined. The 41-year-old first pilot was the registered owner. A friend reported he had taken another passenger on a ride earlier that morning. The pilot held an airline transport pilot certificate with type ratings for Boeing 747 and Embraer EMB-120, and an expired CFI certificate. He reported 11,305 total flight hours. The builder stated the pilot had about 20 hours in the Glasair III since purchasing it six months prior, with no prior experience in that model.
The 50-year-old second pilot was a passenger. He also held an airline transport pilot certificate and type ratings, and an expired CFI. He had previously flown high-performance light single-engine airplanes. Both pilots were employed by the same air cargo company.
Aircraft Information
The experimental amateur-built Glasair III SH-3R, serial number 3155, received its airworthiness certificate on September 24, 1990. It was equipped with a Lycoming IO-540-K1A5 engine (330 hp) and a two-blade Hartzell propeller. The airplane had a maximum gross weight of 2,500 pounds, a cruise speed of 235 knots at 75% power, and a rate of climb of 2,000-3,000 feet per minute at 150 knots. Structural G-ratings were +9Gs/-6Gs ultimate and +6Gs/-3Gs standard. The pilot purchased the airplane in June 2010 with 580 hours total time. No logbooks were available.
Wreckage and Impact
The accident site was at approximately 33°50.760'N, 117°25.443'W, elevation 1,350-1,390 feet msl. All major components were within 90 feet. No ground scar led to the main wreckage. The propeller and engine were in a 3-foot-deep impact crater, with the engine above the propeller. A wing imprint and navigation light lens fragments were near the fragmented cockpit. Evidence indicated impact while descending at a near wings-level bank, nose low between 55° and 70°. The airplane was oriented east-southeasterly. Landing gear was retracted. No fire or oil residue was found. Flight control continuity was confirmed except at overload-damaged cabin area. The propeller blades showed chordwise abrasions and torsional deformation.
Medical and Pathological Information
Autopsies by the Riverside County Sheriff-Coroner attributed the fatal injuries to blunt force trauma. Toxicological tests for both pilots were negative for alcohol and screened drugs.
Additional Information
Lake Mathews is in an area noted as a practice area for flight maneuvers, with a caution on VFR charts about intensive flight training. Witness accounts from acquaintances indicated the pilot enjoyed acrobatic maneuvers, including rolls and split-S maneuvers. The builder noted the airplane accelerated quickly in a nose-low attitude and recommended a minimum altitude of 2,500 feet for maneuvers. The accident site is consistent with a high-speed descent at an estimated 80-degree angle and 200 knots.
Engine examination by a Lycoming participant found no evidence of preimpact failure or malfunction. Spark plugs showed normal operation, and fuel was present in the main line. The crankshaft could not be rotated due to impact damage.