History of Flight
On April 11, 2023, about 0419 Pacific daylight time, an experimental amateur-built Glastar airplane, registered N8488, was substantially damaged when it struck terrain near Cal-Nev-Ari, Nevada. The pilot and passenger were fatally injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal trip.
The intended journey was for the pilot and his spouse to travel from their winter residence in Nevada to their primary home in Iowa, with a planned first-day stop in Dalhart, Texas for refueling and overnight stay. On the accident morning, a friend filmed the departure using a cellular phone and maintained radio contact on the Common Traffic Advisory Frequency (CTAF). The video captured the airplane departing Runway 33 at about 0406, making a left turn to the west after initial climb, then a right turn to a level eastward attitude before disappearing from view. Shortly after turning right, the pilot made a goodbye radio call to his friend.
A security camera at a private residence on the south side of the airport recorded grainy footage of the departure and the airplane leaving to the east about one minute later. At 0419, approximately 11 minutes after leaving, the airplane reappeared from the east with runway lights illuminated. It turned, then rapidly descended, impacting terrain at about 0419:28.
A Garmin GPSMAP 296 portable GPS receiver recovered from the wreckage stored flight data. The track showed the airplane climbing northeast for about 8 nautical miles toward the unpopulated Nellis Wash Wilderness over the Newberry Mountains, reaching a peak altitude of 4,240 ft mean sea level (about 2,380 ft above ground) after about 7 minutes. It then made a left 180° turn and backtracked southwest toward the airport. The last GPS position was recorded at 0419:23, just west of the runway centerline. The initial impact point was 1,560 ft north of that position.
Personnel Information
The pilot's logbooks indicated a total flight time of 526.2 hours, with 90.7 hours in the accident Glastar. The last entry was dated November 2022. GPS data revealed nine flights totaling about 5 hours, including the accident flight, occurred after that logbook entry, over seven separate days, none during nighttime.
Aircraft Information
The experimental Glastar was equipped with an Eggenfellner Subaru H4 engine, based on an EL-25 2.5L Subaru water-cooled 4-cylinder engine rated at 160 horsepower. Power was transferred to the propeller speed reduction unit (PSRU) via a spline shaft. The PSRU was an Eggenfellner GEN 3, Ver 4 model, a geared reduction drive providing propeller rpm about half that of the engine.
The last 100-hour inspection was completed six days before the accident, on April 5, 2023. The mechanic who signed the entry reported he was unfamiliar with the engine and that the pilot performed all maintenance. The inspection focused on leaks and overall condition. Maintenance records showed the pilot installed new fuel injectors and replaced the manifold, temperature, and oxygen sensors in March. The tachometer was not recovered, but the inspection indicated a total time of 446.6 hours.
The fuel system comprised two wing tanks plumbed to header tanks on the upper left and right vertical cage structures. From the header tanks, fuel lines ran to a sump, then to an Andair selector valve with “RIGHT,” “LEFT,” and “OFF” positions. The line continued forward to the firewall, where a braided line connected to a fuel filter mounted on the firewall. Fuel then passed through two parallel electric fuel pumps, joined into one line, and went to a paper fuel filter before routing to an engine rail and injectors. All four fuel injectors were attached to their cylinders. The fuel return line went from the engine rails to a pressure sensor, then back to the fuel selector and selected tank.
Meteorological Information
According to the U.S. Naval Observatory, the moon was waning gibbous with 68.1% illumination. At accident time, the moon was about 16° below the horizon on an azimuth of 246°.
Wreckage and Impact Information
The main wreckage was located in desert terrain about 3,940 ft north-northwest of the end of Runway 33, at an elevation of 2,660 ft. The initial impact point was 3,550 ft from the runway end. The debris field extended 970 ft on a median magnetic bearing of about 050°. The first points of contact, 3,350 ft from the runway, were disrupted cacti and dirt consistent with right and left wheel impacts, followed by propeller slash marks. Fragments of propeller blades were found embedded in the dirt.
A second debris field began 920 ft from the end of the initial field, with disrupted dirt and vegetation, a 5-inch wide indentation containing a blue/green lens and most of the right-wing tip fragments. A crater about 35 ft from the right-wing tip preceded the main wreckage, which was upright and facing opposite the debris field direction.
Postaccident examination disassembled most of the engine and PSRU. Large plastic shards were found in the No. 4 intake, with smaller pieces in No. 3 intake, consistent with fragmentation of the air intake plastic connection while the engine was running at impact. The drivetrain was intact. Piston and spark plug deposits indicated normal operation. PSRU splines and bearings were intact. Fine metallic shavings were present in the oil. No pre-impact anomalies or failures that would preclude normal operation were found.
Both wing tanks contained fluid consistent with 100LL avgas. The fuel selector was over-extended with crush damage and a bent selector post. White Teflon tape on all selector fittings appeared recently installed. Fuel lines were fractured from impact. The firewall fuel fitting had a broken line and loose b-nut with marks. The fuel filter was punctured, with grainy, dirty fluid that tested positive for water. The cooling reservoir above the filter was also punctured. Electric fuel pumps clicked and drew suction when powered. The paper filter was cut open and discolored.
Complete flight control continuity could not be established due to airframe fragmentation, but no disconnect or failure was evident. The flaps were in the full extended position on both the cockpit Johnson bar and the control surface.
Medical and Pathological Information
An autopsy performed by the Clark County Office of the Coroner/Medical Examiner determined the pilot's cause of death as blunt force injuries, with the manner of death classified as accident. Due to injury extent, brain, heart, and lung examinations were limited. No significant natural disease was identified within those limitations. Pre-event medical testing had revealed a large area of cardiac muscle reperfusion abnormality and ventricular dilatation on cardiac nuclear stress testing.