WPR23FA047

Two pilots were conducting pattern work at the accident airport. Video footage as well as witness statements showed the accident airplane was on final approach to land at a low altitude and high rate of speed. The airplane yawed to the left while in a forward slip, rolled inverted, and descended rapidly in a nose-down attitude. The airplane impacted terrain in a field just short of the runway threshold. Postaccident examination of the airplane’s wreckage revealed no evidence of any preimpact failures or malfunctions that would have precluded normal operation. Overall, the medical investigation for this accident identified that both the pilot and pilot-rated passenger had potentially impairing medical conditions and had used potentially impairing substances. Although an improperly performed slip maneuver could explain the sudden loss of control, and such an improper maneuver might plausibly represent diminished performance related to subtle impairment, the investigation was unable to determine whether a medical factor contributed to the accident based on the available evidence. It is likely that the pilot’s control inputs were too aggressive when the airplane was placed into the forward slip to land, which resulted in the loss of control. Additionally, the pilot failed to fly a stabilized approach by landing too fast.

According to the Federal Aviation Administration’s Airplane Flying Handbook: “Pilots may consider the following elements when attempting to set up and fly a stabilized approach for landing. AIRSPEED. The aircraft speed is with +10/-5 knots of the recommended landing speed…” According to information provided for the airplane pilot’s operating handbook, at the 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 “normal approach, flaps 25°” is 52 knots indicated air speed (KIAS). Zamperini Field Airport was located about 3 miles southwest of Torrance, California. The airport had an operating control tower. Airport remarks mention that the runway’s 11R traffic pattern was to the right and had a 2-box Visual Approach Slope Indicator (VASI) on the left (4° glide path). No obstructions were noted on runway 11R. 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 (CFR) Part 91 personal flight. A review of ADS-B data showed that the airplane departed Zamperini Field Airport (TOA), Torrance, California, about 1042. The data showed the airplane flew several traffic patterns at TOA. About 1100, on the 4th traffic pattern and while on final approach, the last data point indicated that the airplane’s altitude was about 200 ft mean sea level, the heading was about 129°, and the ground speed was about 69 knots. Review of the Air Traffic Control tower audio revealed that the pilot established communication with the ground controller with the current automatic terminal information service information 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 4th 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 on the frequency. The controller then lost sight of the airplane and attempted to communicate with them. 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, after the controller observed the position of the accident airplane, an uninvolved helicopter established communication with the ground controller and advised them 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 itappeared 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 and before it descended to the ground in a steep nose-low attitude. 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 the deaths was determined to be from “blunt trauma.” The Federal Aviation Administration's (FAA) Forensic Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on the pilot. The pilot’s results for the testing were positive for Glucose, Doxylamine, Pregabalin, Atorvastatin and Tamsulosin. The pilot had Glucose detected in urine, but the amount detected was not significant. Doxylamine was detected and is an antihistamine used to treat allergies. Doxylamine is like Benadryl and can cause sleepiness. It is also sold as a sleep aid under the name Unisom. Doxylamine is acceptable for pilots if used occasionally for a time-limited condition. There is a 60-hour waiting period before flying. Pregabalin (Lyrica) is a prescription medication used to treat anxiety, epilepsy, diabetic nerve pain, shingles, and fibromyalgia. Pregabalin typically carries a warning that in may cause dizziness and sleepiness and impair users’ ability to drive or operate machinery, and that users should not operate a motor vehicle or do other dangerous activities until they know how the drug affects them. Pregabalin is unacceptable for pilots due to side effects including drowsiness, vertigo, and abnormal thinking. According to the FAA Forensic Sciences laboratory website, the FAA considers pregabalin to be a “Do Not Issue/Do Not Fly” medication. Atorvastatin was detected. Atorvastatin is used to treat high cholesterol and is acceptable for pilots. Tamsulosin was detected. Tamsulosin is an alpha blocker used to treat prostate hypertrophy and is 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 and coronary artery bypass graft in 1980 and 1991, coronary artery stenting in 2001, diabetes, and high cholesterol. The FAA had granted him Authorization for Special Issuance of medical certification, first in 1999 and most recently in 2006 (the most recent authorization had been for 6 years). At his last aviation medical 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, most recently in February 2021, and reported completing a BasicMed Comprehensive Medical Examination Checklist (CMEC), most recently in January 2021.Toxicological testing was performed on the pilot-rated passenger. The results for the second pilot were positive for methamphetamine, amphetamine, losartan, loratadine, desloratadine, and metoprolol. Methamphetamine and its metabolite amphetamine were detected. Methamphetamine is a potent Drug Enforcement Agency Schedule II stimulant drug with significant abuse potential. Methamphetamine is commonly used as a recreational drug. However, it also is used in the medical field for the treatment of narcolepsy and obesity. Doses of 10-30 mg methamphetamine have shown to improve reaction time, relief fatigue, improve cognitive function testing, increase subjective feelings of alertness, increase time estimation, and increase euphoria. However, subjects were willing to make more high-risk choices. Expected effects following higher doses may include agitation, inability to focus attention on divided attention tasks, inattention, restlessness, motor excitation, increased reaction time, and time distortion, depressed reflexes, poor balance and coordination, and inability to follow directions. At very high doses, it can induce psychosis and breakdown of skeletal muscle. This medication is disqualifying for FAA aeromedical certification; therefore, use could represent a violation of 14 CFR Part 61.53(a) and/or Part 91.7(a)(3). Losartan was detected. Losartan (Cozaar) is an ACE-II inhibitor-type antihypertensive used to treat high blood pressure and is acceptable for pilots. Loratadine and the metabolite desloratadine were detected. Loratadine (Claritin) is a non-prescription non-sedating antihistamine used to treat allergies. Loratadine is acceptable for pilots. Metoprolol was detected. Metoprolol (Lopressor) is a beta-blocker used to treat high blood pressure and is acceptable for FAA medical certification. 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. Additionally, 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. According to a friend of the pilot, the first pilot and owner of the airplane had owned it for about 1 1/2 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. Examination of the accident site revealed that the airplane impacted terrain about 1250 ft short of the approach threshold of runway 11R. The grass field was generally flat with a drainage ditch that was about 1 ft in depth, parallel to the runway, where the airplane impacted. All major components of the airplane necessary for flight were found in the main wreckage with some small fragments of debris scatter about 25 ft from the main wreckage. The front portion of the airplane came to rest pointing downwards toward theground. There was no postimpact fire. Postaccident examination of the airplane’s 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.