Accident Overview
On November 5, 2022, at approximately 1200 Pacific daylight time, a Cirrus SR20, registration N700YZ, was substantially damaged when it crashed near San Diego, California. The student pilot, who was the sole occupant, sustained fatal injuries. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.
Flight History
The student pilot was conducting solo pattern work at Montgomery-Gibbs Executive Airport (MYF). Witnesses at the airport reported seeing the airplane overfly the runway at a low altitude and high speed. While over the runway, the airplane exhibited several pitch oscillations, pitching up and down. As it reached the departure end of the runway, it pitched up and entered what appeared to be a high-speed departure stall, descending nose-down with a right-wing-low attitude.
A review of MYF air traffic control recordings revealed that two other airplanes were taking off from runway 28R ahead of the accident airplane. After the second airplane departed, about 14 seconds later, the tower controller instructed the accident airplane, which was on a one-mile final approach, to sidestep left and go around for spacing. No response was received, and the controller repeated the go-around instructions, again without response. During this time, a radio transmission about a trim problem was heard on the frequency, believed to be from the accident pilot. The controller noted that someone had a stuck microphone on the tower frequency.
Flight Data Analysis
Recorded automatic dependent surveillance-broadcast (ADS-B) data showed the airplane conducting pattern work to both runways 28L and 28R at MYF. The pilot flew two turns in the pattern to runway 28L, followed by two turns to runway 28R, the second of which was the accident leg. The data indicated that at 1155:58, the airplane continued to descend in a right turn until ADS-B contact was lost, about 350 feet southeast of the accident site.
The flight school operator provided a video showing the airplane on final approach, flaring over the runway. It continued over the runway with pitch oscillations, then entered a climbing right turn and exited the camera’s view.
The airplane was equipped with a recoverable data module (RDM) that recorded flight, engine, and autopilot parameters at one-second intervals. Data showed that at about 1153:00, the airplane was on the right downwind leg for runway 28R at 1,422 ft GPS altitude (about 1,000 ft agl). At 1153:27, the flap switch was at 50% and the airplane entered a right descending turn consistent with a downwind-to-base turn. At 1153:52, flaps were at 100% and the airplane continued a right descending turn consistent with a base-to-final turn. From 1154:39 onward, pitch changes alternated between 20° pitch up and -30° pitch down. At 1154:55, the flap switch moved from 100% to 50% at an indicated airspeed of 106 knots; flaps remained at 50% for the rest of the flight. The airplane descended to 434 ft GPS altitude while airspeed increased over 53 seconds to a maximum of 140 knots. At 1155:55, with an indicated airspeed of 125 knots, 20° pitch up, and 13° bank, the airplane entered a steep right roll. The Electronic Stability and Protection (ESP) system activated in roll mode as the airplane exceeded 20° pitch down and 70° bank. The stall warning sounded, and recording ended at 1156:00.
Aircraft Information
The Cirrus SR20 was equipped with a Garmin Electronic Stability and Protection (ESP) system. According to the manufacturer, the system provides automatic control inputs to discourage operation outside the normal flight envelope. It engages when the airplane approaches defined pitch, roll, or airspeed limits, providing resistance to flight control movement in the undesired direction. Roll limit indicators are displayed at 45° left and right; when roll exceeds 45°, ESP engages and the indicator moves to 30°, disengaging as roll decreases.
Wreckage Examination
The airplane impacted flat open terrain about 730 ft northwest of the departure end of runway 28R, coming to rest upright on a heading of about 10° magnetic at an elevation of 417 ft mean sea level. The first identified point of contact was a ground scar/impression on a heading of 195° magnetic, about 125 ft south of the main wreckage, measuring about 11 ft long, 12 inches wide, and 2 inches deep. The debris field was about 125 ft long and 75 ft wide, containing composite wing pieces, plexiglass, and propeller fragments.
Flight control continuity was established from the cockpit to all primary controls, with several separations consistent with overload or recovery efforts. Postaccident examination of the airframe and engine revealed no evidence of mechanical anomalies that would have precluded normal operation.
Medical Information
An autopsy performed by the San Diego County Medical Examiner determined the cause of death as multiple blunt force injuries. Toxicology testing at the FAA Forensic Sciences Laboratory detected Etomidate in the blood and urine, consistent with post-accident medical care.