On October 4, 2022, about 1238 Pacific daylight time, a Cornford Mustang II airplane, N887QR, was substantially damaged when it was involved in an accident near Jamul, California. The pilot sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to ADS-B data, the pilot departed Gillespie Field Airport (SEE), El Cajon, California, about 1225. The airplane took off on runway 27L, established a southerly heading towards Jamul, California, and climbed to about 3,000 ft mean sea level (msl). About 13 miles from SEE, the airplane turned left about 180° near Lyons Peak, and continued northeast for about 4 miles. The airplane climbed to about 4,600 ft msl, reversed course, and maneuvered back towards Lyons Peak. The airplane’s radar track ended in the vicinity of Lyons peak about 1238. The wreckage was later located about 1600 by law enforcement personnel at the base of a rock face adjacent Lyons Peak. A witness near the accident site saw the airplane fly by her residence and heard the airplane’s engine sputtering. Shortly after the airplane disappeared from her viewpoint she heard a loud “bang.”

Figure 1. View of plotted ADS-B data in relation to departure airport and wreckage site

The airplane impacted sparsely wooded, rocky, and steep mountainous terrain about 2,975 ft msl. Various fragments of the airplane and engine were found while attempting to access the accident site. A section of the wing was separated from the fuselage consistent with impact damage. Fragments of the fuselage were also scattered thoughtout the mountainous rock faces. The empennage separated and came to rest about 50 ft east and below the wing section. The engine and propeller were not located due to the inaccessible terrain. Consequently, the recovery and subsequent examination of the airframe and engine could not be completed.

Figure 2. View of accident site terrain

A death investigation report accompanying the autopsy report documented additional medical history provided by the pilot’s family and friends. The pilot had a history of chronic lymphocytic leukemia, successfully treated with chemotherapy ten years before the accident. In the weeks before the accident, the pilot had been severely ill with a high fever and had lost weight. He had missed several days of work and did not attend several family events, which was unusual for him according to his family. According to the investigative report, the pilot had been seen by his physician for the illness the day before the accident. None of the witnesses could confirm his current cancer status at the time of the interviews. An autopsy of the pilot was performed by the Department of Medical Examiner, San Diego, California. The autopsy report listed the cause of death as multiple blunt force trauma, and the manner of death as accident. Due to the extent of his injuries, his internal organs were unavailable for examination. The Federal Aviation Administration (FAA) Forensic Sciences Laboratory performed toxicology testing on specimens from the pilot. Postmortem toxicological testing of the pilot’s muscle tissue detected ethanol at 0.107 g/hg. N-propanol and n-butanol were also detected. Zolpidem was detected at 16 ng/g. Cyclobenzaprine was detected, and its metabolite norcyclobenzaprine was detected at 43 ng/g. Ethanol is a type of alcohol. It is the intoxicating alcohol in beer, wine, and liquor, and if consumed, can impair judgment, psychomotor performance, cognition, and vigilance. FAA regulation imposes strict limits on flying after consuming ethanol, including prohibiting pilots from flying with a blood ethanol level of 0.04 g/dL or greater. Alcohol consumption is not the only possible source of ethanol in postmortem specimens. Ethanol can sometimes be produced by microbes in a person’s body after death. Postmortem ethanol production is made more likely by extensive traumatic injury, increased time from death to autopsy, and environmental factors. N-propanol and n-butanol are other alcohols that can be produced by microbes in a person’s body after death. Their presence in a postmortem specimen is potentially indicative of postmortem microbial activity in the specimen but does not reliably indicate that postmortem ethanol production occurred. Cyclobenzaprine is a prescription medication commonly used to treat acute muscle spasms. It generally carries a warning that its use may impair the mental and physical abilities necessary to drive a vehicle or operate heavy machinery. Its use with other central nervous system (CNS) depressants is discouraged. The FAA considers cyclobenzaprine a “do not fly” medication. Norcyclobenzaprine is a metabolite of cyclobenzaprine. Zolpidem is a prescription medication commonly used to treat short-term insomnia. It generally carries a warning that use may impair the ability to operate a motor vehicle or heavy machinery, including the next day after use. Drowsiness, prolonged reaction time, dizziness, blurred vision, and reduced alertness have been reported the next day after use in some patients. Use with other CNS depressants such as alcohol should be avoided as CNS depressant effects will be additive. The FAA considers occasional or limited use of sleep aids, including zolpidem, allowable for pilots, provided they do not use the drug every day and they observe a sufficient waiting period for the drug to be cleared from circulation before flying.