History of Flight
On October 23, 2012, at approximately 1403 Pacific daylight time, an experimental amateur-built Behne Glasair III, registration N655DB, was destroyed when it impacted terrain while maneuvering near Byron, California. The airplane was operated under 14 CFR Part 91 by the pilot-owner. A private pilot occupied the left seat, and another private pilot occupied the right seat; both were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight departed from Funny Farm Airport (4CA2) in Brentwood, California, about 1357.
Witnesses near the accident site reported seeing the airplane at about 1,000 feet above ground level when it suddenly nosed over and began to spin to the left in a slight nose-low attitude. The airplane continued spinning until impact, after which a post-crash fire ensued.
Personnel Information
The pilot in the left seat, aged 57, held a private pilot certificate with ratings for airplane single-engine land, multi-engine land, and instrument. He had a third-class medical certificate issued April 10, 2012, with no limitations. He reported 3,457 total flight hours on his most recent medical application. His personal logbook was not obtained.
The pilot in the right seat, aged 56, held a private pilot certificate with ratings for airplane single-engine land and instrument. He had a third-class medical certificate issued September 9, 2010, with the limitation that he must have glasses available for near vision. He reported 900 total flight hours. His personal logbook was not obtained.
It was not determined which pilot was manipulating the flight controls at the time of the accident.
Aircraft Information
The two-seat, low-wing, retractable-gear experimental amateur-built airplane, serial number 3051, was completed in 2008. It was powered by a Lycoming IO-540-K1B5 engine rated at 300 horsepower, equipped with a Hartzell HC-C2YR-1BF adjustable pitch propeller. Maintenance records were not obtained.
Meteorological Information
Data from Livermore Municipal Airport, about 15 miles southwest, at 1353 reported wind from 220° at 5 knots, visibility 10 statute miles, scattered clouds at 7,000 feet, temperature 16°C, dew point 6°C, and an altimeter setting of 30.02 inches of mercury.
Wreckage and Impact Information
The airplane came to rest in an open field about 3 miles south of 4CA2. All major structural components were present. The inboard portions of both wings and the center fuselage were largely consumed by post-impact fire. Debris was within about 40 feet of the main wreckage; there was no debris path. The left aileron was partially separated; left flap attached with fire damage. Right aileron and flap attached with fire damage. Rudder partially separated; elevators attached with fire damage. The empennage was displaced left. The engine was partially embedded in soft dirt.
Additional Information
An Advanced Flight Instrument panel was recovered and sent to the NTSB Recorders Laboratory. Data parameters included airspeed, cylinder head temperature, exhaust gas temperature, heading, manifold pressure, pitch, roll, and engine RPM. No GPS location was recorded.
Data showed that after takeoff, the airplane climbed to about 1,410 feet msl over 3 minutes 30 seconds, then descended to 210 feet msl over the next 60 seconds. The last 50 seconds showed a climb from 210 feet to 2,290 feet msl, with airspeed decreasing from 228 knots to 154 knots. The last two data points showed heading change from 168° to 187°. Vertical acceleration varied from 1.4 g to 4 g over the last 50 seconds. Engine parameters remained normal throughout.
Medical and Pathological Information
Pilot #1 (left seat): The Contra Costa County Coroner conducted an autopsy on October 25, 2012, determining the cause of death as multiple blunt force injuries. FAA toxicology tests found 0.073 µg/mL amphetamine in urine (none in blood), 0.033 µg/mL doxylamine in blood, and 0.172 µg/mL methamphetamine in urine (trace in blood). The pilot had a history of alcohol-related driving incidents and medical certificate suspensions. In 2010, he was granted a regular third-class medical certificate.
Pilot #2 (right seat): Autopsy also determined cause of death as multiple blunt force injuries. Toxicology tests were negative for carbon monoxide, cyanide, volatiles, and drugs.
Tests and Research
Examination of the wreckage found flight control continuity from cockpit to all primary flight control surfaces. Separations in torque tubes were consistent with post-impact fire damage. The engine was intact but fire-damaged; mechanical continuity was established. The propeller hub remained attached; one blade had aft bending and trailing edge gouging, the other separated with S-bending and leading edge polishing. No evidence of mechanical malfunctions or failures that would have precluded normal operation was found.