History of Flight
On July 8, 2023, about 0414 Pacific daylight time, a Cessna 550, N819KR, was destroyed in an accident near Murrieta, California. The airplane had departed French Valley Airport (F70), Murrieta/Temecula, California, the previous night about 2118 for a cross-country flight to Harry Reid International Airport (LAS), Las Vegas, Nevada. Approximately 6 hours later, it departed on the return flight to F70. After climb-out, the airplane leveled off at about 19,000 ft mean sea level (msl). About 27 minutes into the flight, it began its descent. At 0344, the pilot contacted the Pomona radar controller and canceled the IFR clearance. The controller acknowledged, provided the altimeter setting, and advised that VFR altitude and routing were at the pilot's discretion, noting no weather or landing information for F70. The pilot confirmed having that information. At 0351, about 25 miles north of F70, the pilot reported updated weather and requested an IFR pickup for the RNAV (GPS) Runway 18 approach.
Weather at F70 had changed from clear with 10 sm visibility to 300 ft overcast with 3/4 sm visibility, then further decreased to about 1/2 sm with fog within 20 minutes. The airplane was cleared direct to the TIQMU waypoint for the RNAV (GPS) Runway 18 approach, maintaining 6,000 ft msl. The controller confirmed the pilot had weather and NOTAMs, then instructed to maintain at or above 4,600 ft msl until TIQMU, cleared for the approach, and to report inbound. At 0353, the pilot reported established on the approach and was approved a frequency change to the common traffic advisory frequency (CTAF).
During the first approach, the airplane's airspeed was fast and it leveled off near the decision altitude for several seconds. After a delay, the pilot executed a missed approach and requested another instrument approach about 0400. For the second approach, the airplane flew a right traffic pattern, was cleared to 5,000 ft msl, and re-cleared for the approach. At 0407, the pilot requested to change to advisory frequency; the controller approved and requested IFR cancellation airborne or on the ground. The pilot acknowledged; no further transmissions followed. The airplane crossed TIQMU at 4,600 ft msl and turned southbound. On final approach, it descended below the decision altitude. The airplane impacted terrain about 800 ft short of runway 18. A postimpact fire ensued, consuming most of the fuselage. The last ADS-B data indicated a heading of 180°, ground speed about 128 knots, and altitude 1,450 ft msl (100 ft agl).
The airplane was equipped with a Garmin GTN 750. Flight data from the last 30 seconds showed indicated airspeed about 130 knots and heading 180°. During the last 20 seconds, the descent rate was about -762 fpm until it began to level off and climb slightly. About 5 seconds later, the descent rate increased to about -2,320 fpm in the last 3 seconds.
Personnel Information
Both pilots held a type rating for the CE-550 aircraft with a limitation requiring a second pilot-in-command.
Aircraft Information
According to the airplane's operating manual, the reference speed with flaps positioned to land, pressure altitude 2,000 ft, anti-ice off, 10°C, at a gross weight of 9,500 pounds was 95 KIAS; at 10,000 pounds, it was 99 KIAS.
Meteorological Information
A low-pressure system was located at the intersection of California, Nevada, and Arizona borders. A sounding analysis indicated a cloud layer between 1,650 ft and 2,650 ft msl. No icing was indicated below 10,000 ft, no low-level wind shear was depicted, and light clear air turbulence was indicated in several layers between 1,000 ft and 10,000 ft. At F70, the 03:15 forecast called for clear ceilings and 10 sm visibility; by 03:55, ceilings dropped to overcast at 300 ft agl and 3/4 sm visibility with mist; at 04:15, overcast at 300 ft agl and 1/2 sm visibility with fog. No pilot reports were disseminated within 100 miles and below 18,000 ft in the two hours before and after the accident. No convective or non-convective SIGMETs were valid. An AIRMET Sierra was valid for below 8,000 ft, forecast mountain obscuration due to clouds and fog. The area forecast from San Diego noted areas of low clouds gradually spreading inland. The accident pilot did not request weather from Leidos Flight Service; he had a Foreflight account and filed a flight plan but did not view weather imagery. Sunrise was 0545, moonrise was 0454.
Wreckage and Impact Information
The airplane impacted terrain on the extended runway centerline about 810 ft short of runway 18 threshold at F70. Terrain elevation was about 1,340 ft msl, covered with sagebrush. All major components were at the site. The airplane was configured with gear down and flaps fully extended. Flight control continuity was established. The enhanced ground proximity warning system (EGPWS) recorded a single Mode 4 too-low gear alert, consistent with gear retraction at low altitude after the missed approach. Postaccident examination of the airplane and engines revealed no mechanical failures or malfunctions that would have precluded normal operation.
Additional Information
Title 14 CFR 91.175 specifies conditions for operating below DA/DH or MDA. The FAA Instrument Flying Handbook defines decision altitude (DA) and emphasizes initiating a missed approach if visual reference is not established. The FAA Airplane Flying Handbook discusses stabilized approach criteria, including airspeed and descent rate, and night illusions such as black-hole approaches. The FAA Pilot's Handbook of Aeronautical Knowledge identifies operational pitfalls like the "duck-under syndrome" and "get-there-itis." The FAA Advisory Circular on Basics of Aviation Fatigue notes two periods of maximum sleepiness, including roughly 3 a.m. to 5 a.m.
Medical and Pathological Information
Autopsies on both pilots listed cause of death as blunt force trauma. Toxicological testing for the pilot was negative for drugs, alcohol, and carboxyhemoglobin. For the copilot, ethanol was detected at 0.196 g/dL in chest cavity blood, 0.109 g/hg in brain tissue, and 0.365 g/hg in liver tissue. N-propanol, n-butanol, and methanol were also detected at low levels in blood but not in brain or liver. The toxicology report noted subjective evidence of organic decomposition. Postmortem ethanol production can occur.