History of Flight
On November 20, 2021, about 1656 Pacific standard time, an experimental, amateur-built Glasair III, N291KT, was destroyed when it impacted terrain near Big Bear City, California. The pilot was fatally injured. The airplane was operating as a Title 14 Code of Federal Regulations Part 91 personal flight.
A friend of the pilot reported that the pilot commuted to work between Los Angeles, California, and Phoenix, Arizona, about twice per week in the accident airplane.
Review of ADS-B data revealed that the airplane departed Camarillo Airport (CMA), Camarillo, California, on the night of the accident. It climbed to an altitude between about 9,500 and 9,600 ft msl on a heading of about 095°. The last 5 minutes of data showed relatively constant airspeed, altitude, and heading, with the last data point indicating a heading of about 095° and groundspeed of about 219 knots.
The pilot was reported missing the following day, and a search was initiated. The wreckage was subsequently located on a mountainside at an elevation of about 9,720 ft msl, near the summit of San Bernardino Peak.
Personnel Information
The pilot held an airline transport pilot certificate with a rating for airplane multiengine land and commercial privileges for airplane single-engine land. His most recent FAA first-class airman medical certificate was issued on October 21, 2021, without limitations. On the application, he reported 18,000 total hours of flight experience and listed his occupation as a pilot for a major airline.
Aircraft Information
The airplane was a high-performance, low-wing, composite monoplane. The airframe and engine maintenance logbooks were not located. An individual who worked on the airplane reported that it was equipped with an autopilot and a Garmin 496 GPS unit.
Meteorological Information
Visual flight rules (VFR) conditions were reported over the region. National Composite Radar Mosaic showed no meteorological echoes over southwestern California. A sounding model over the accident site indicated surface wind from the northeast at 7 knots, and wind at 8,000 ft from 035° at 11 knots. No significant turbulence or mountain wave conditions below 12,000 ft were depicted.
The closest weather reporting station was Big Bear City Airport (L35), at an elevation of 6,752 ft msl. The 1655 automated observation included calm wind, visibility 10 statute miles or more, clear skies below 12,000 ft agl, and an altimeter setting of 30.26 inches of mercury. No pilot reports (PIREPs) were near the accident site. No SIGMETs, convective SIGMETs, or National Weather Service advisories were active for the area. AIRMET Sierra was valid for IFR conditions along the Pacific coast, and AIRMET Tango for turbulence below 12,000 ft north of the accident site.
At the time of the accident, the Sun was 3.8° below the horizon at an azimuth of 248°. Moonrise was at 1739, and the moon was 9.7° below the horizon at an azimuth of 52°.
Wreckage and Impact Information
The airplane impacted rocky, tree-covered terrain on a 45° slope at about 9,720 ft msl. Fragments of the wings and fuselage were located in this area. The tail section was relatively intact and also found in the area, with all flight control surfaces on the vertical and horizontal stabilizers remaining attached.
Fragments were scattered about 200 ft upslope from the main wreckage and about 100 ft below the site. The engine, which sustained substantial impact damage, separated from the fuselage and was located about 100 ft upslope of the main wreckage. The propeller blades and hub had separated. Damage to the airplane, debris dispersal pattern, and impact markings were consistent with impact in a high-speed, wings-level attitude.
The wreckage was located in remote mountainous terrain and was not recovered.
Additional Information
ADS-B data for the accident flight revealed that after leveling off between about 9,500 and 9,600 ft, the altitude indicated 8,000 ft on three occasions. The first descent was about 1630 and lasted 10 minutes. The second descent was about 1651, after which the airplane climbed back to 9,000 ft. The last descent was about 1654, and the airplane maintained that altitude for the remainder of the data. During these changes, airspeed, vertical velocity, and heading parameters remained virtually unchanged. The descents to 8,000 ft took place in less than 1 second. Furthermore, ADS-B geometric altitude remained unchanged after initial level-off, consistent with anomalous data rather than actual descents.
The FAA defines controlled flight into terrain (CFIT) as an event occurring when an airworthy aircraft is flown under the control of a qualified pilot into terrain with inadequate awareness of the impending collision. In April 2003, the FAA published Advisory Circular (AC) 61-134, entitled "General Aviation Controlled Flight Into Terrain Awareness." The AC stated that in VMC, the pilot in command is responsible for terrain and obstacle clearance (see and avoid) and identified several CFIT risks: loss of situational awareness, breakdown in aeronautical decision making, failure to comply with regulations, and failure to comply with minimum safe altitudes. The AC recommended maintaining at least 1,000 ft above the highest terrain in non-mountainous areas and 2,000 ft in mountainous areas during VFR flight.
Medical and Pathological Information
The San Bernardino County Sheriff’s Department Coroner Division conducted an autopsy. The cause of death was determined to be multiple blunt force injuries. Toxicology testing on the pilot’s muscle specimen detected doxylamine, a sedating antihistamine available over-the-counter as a sleep aid and in cold/allergy products. Sedating antihistamines can cause drowsiness and impair task performance. Doxylamine is acceptable for pilots if used occasionally for a time-limited condition, and the FAA states pilots should not fly within 60 hours of use.