History of Flight
On November 30, 2022, about 1100 Pacific standard time, an amateur-built experimental Lightning, N60MY, was substantially damaged when it was involved in an accident near Torrance, California. The pilot and pilot-rated passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
A review of ADS-B data showed that the airplane departed Zamperini Field Airport (TOA) about 1042. The data showed the airplane flew several traffic patterns at TOA. About 1100, on the fourth traffic pattern and while on final approach, the last data point indicated that the airplane’s altitude was about 200 ft mean sea level, heading about 129°, and ground speed about 69 knots.
Review of Air Traffic Control tower audio revealed that the pilot established communication with the ground controller and requested to practice pattern work. The controller cleared the pilot for takeoff on runway 11R and then misspoke and cleared the pilot for the option for runway 29R. However, the pilot read back the correct runway, which was runway 11R. On the fourth traffic pattern, as the pilot was turning downwind, the controller cleared him for a touch and go to runway 11R. The pilot did not read back the clearance. A non-intelligible transmission was then broadcast. The controller then lost sight of the airplane and attempted to communicate. The controller requested an uninvolved airplane to assist with sighting of the accident airplane; however, the controller then observed the position of the accident airplane. The uninvolved airplane was cleared to land on runway 11L. About one minute later, an uninvolved helicopter established communication with the ground controller and advised that they witnessed the accident airplane go straight down.
Witnesses observed the airplane on short final, about 150 ft above ground level, and said that it appeared fast. Shortly thereafter, the airplane yawed left in a forward slip. The airplane then rolled inverted and descended rapidly in a nose-down attitude and impacted terrain.
A review of surveillance videos from near the airport revealed that the airplane was at a low altitude and quickly rolled inverted before it descended to the ground in a steep nose-low attitude.
Personnel Information
According to a friend of the pilot, the first pilot and owner of the airplane had owned it for about 1.5 years. The second pilot was a partner in the airplane. The friend talked to both pilots the day before the accident and commented that they both seemed in good spirits.
Aircraft Information
According to information provided for the airplane pilot’s operating handbook, at maximum takeoff weight the flaps-up stall speed was 45 knots and the flaps-down full stall speed was 40 knots. In addition, the speed for a normal approach with flaps 25° is 52 knots indicated airspeed.
Meteorological Information
A model sounding for the area of the accident site did not identify any significant low-level wind shear. There were no disseminated pilot reports within 1 hour of the accident time within 50 miles of TOA. Weather radar imagery depicted areas of light precipitation to the south and west but not over the accident location about the time of the accident.
Wreckage and Impact Information
Examination of the accident site revealed that the airplane impacted terrain about 1,250 ft short of the approach threshold of runway 11R. The grass field was generally flat with a drainage ditch about 1 ft deep, parallel to the runway, where the airplane impacted. All major components necessary for flight were found in the main wreckage with some small fragments of debris scattered about 25 ft from the main wreckage. The front portion of the airplane came to rest pointing downward toward the ground. There was no postimpact fire.
Postaccident examination of the airframe and engine revealed no evidence of failures or malfunctions that would have precluded normal operation. Flight control continuity was established, and no preimpact anomalies were noted on the engine.
Medical and Pathological Information
The Department of Coroner Los Angeles, California, conducted an autopsy on the pilot and the pilot-rated passenger. According to the medical examiner, the cause of death was blunt trauma.
The FAA Forensic Sciences Research Laboratory performed toxicological testing on the pilot. Results were positive for glucose, doxylamine, pregabalin, atorvastatin, and tamsulosin. Doxylamine is an antihistamine that can cause sleepiness; the FAA recommends a 60-hour waiting period before flying. Pregabalin is a prescription medication that may cause dizziness and sleepiness; the FAA considers it a "Do Not Issue/Do Not Fly" medication. Atorvastatin and tamsulosin are acceptable for pilots. The 81-year-old male pilot’s last aviation medical examination was October 22, 2008. He reported a history of coronary artery disease, coronary artery bypass grafts (1980 and 1991), coronary artery stenting (2001), diabetes, and high cholesterol. The FAA had granted him authorization for special issuance of medical certification, most recently in 2006 for 6 years. At his last examination, he was issued a third-class medical certificate with interim issuance, limited by a requirement to have available glasses for near vision, and not valid after October 31, 2009. The pilot subsequently completed a BasicMed education course in February 2021 and reported completing a BasicMed Comprehensive Medical Examination Checklist in January 2021.
Toxicological testing on the pilot-rated passenger was positive for methamphetamine, amphetamine, losartan, loratadine, desloratadine, and metoprolol. Methamphetamine and amphetamine are disqualifying for FAA aeromedical certification and their use could represent a violation of regulations. Losartan, loratadine, desloratadine, and metoprolol are acceptable for pilots.