WPR11FA027

The pilot’s failure to maintain clearance from terrain while maneuvering at low altitude beneath a cloud layer.

Review of recorded radar data found a flight track that was consistent with the airplane's high performance capabilities, with its departure point, and ultimately with the accident site. The radar data indicated that a few seconds after the airplane passed over the runway's end, it turned toward the southeast, accelerated to about 190 knots ground speed, and proceeded directly toward the accident site area around a lake. No mode C altitude data was transmitted by the transponder. Upon arrival over the lake, the airplane made two counterclockwise oval-shaped 360-degree turns, with the steepest bank performed as the airplane approached the lake's eastern shoreline. The last radar return was located over the lake's eastern shoreline and within 250 feet of the wreckage location. Based on weather reports from an airport 7 miles northeast of the accident site, an overcast or broken cloud layer at 2,500 feet above ground level likely existed over the accident site. Based on an examination of the crater and airplane wreckage, the airplane impacted the ground at a high airspeed while descending in a slight bank and with the airplane's longitudinal axis pitched downward (nose low) between 55 and 70 degrees. The impact signatures could be consistent with the pilot attempting either a loop or split "S"-type maneuver at an altitude insufficient to recover. There were no witness reports and postaccident examination of the wreckage did not reveal any evidence of a preimpact mechanical malfunction or failure of any airframe or engine component or system.

HISTORY OF FLIGHT On October 23, 2010, about 1332 Pacific daylight time, a Philip L. Reed III, Glasair III SH-3R, N2XZ, impacted sandy terrain on the east side shoreline of Lake Mathews. Lake Mathews is a Metropolitan Water District reservoir located about 9 miles east of Corona, California. The airplane fragmented upon impacting the ground and sustained substantial damage. The airplane was owned and operated by the airline transport certificated pilot, and he was killed along with the second pilot/passenger, who also held an airline transport pilot certificate. Visual meteorological conditions prevailed at the time of the personal flight in the dual control, experimental, amateur built airplane. The flight was performed under the provisions of 14 Code of Federal Regulations Part 91, and no flight plan was filed. The flight originated from Corona Municipal Airport, Corona, California, about 1324. No witnesses reported observing the accident. A search for the overdue airplane commenced when it did not return to Corona by the afternoon of the 23rd. During the search for the overdue airplane, Federal Aviation Administration (FAA) recorded radar data was reviewed. A flight track was found that was consistent with the airplane's high performance capabilities, with its departure point, and ultimately with the accident site. The FAA radar data revealed the presence of an airplane track that started at 1324:46 near the departure end of Corona Airport's runway 25. The airplane's transponder squawk code (code 1200) was being transmitted without Mode C altitude data. The track indicated that a few seconds after the airplane passed over the runway's end, it turned toward the southeast, accelerated to approximately 190 knots (ground speed) and proceeded directly toward Lake Mathews. Upon arrival over the lake, the airplane made two counterclockwise oval shaped 360-degree turns, with the steepest bank performed as the airplane approached the lake's east side shoreline where the accident site is located. The last radar hit was recorded at 1331:36. The accident site was located over the lake's east side shoreline and within 250 feet from the radar target's last recorded position. PERSONNEL INFORMATION Both occupants were ejected in the impact sequence and their preimpact seating positions in the airplane could not be conclusively established. The airplane had fully functioning dual controls and could be piloted from either of the front seats. The 41-year-old first pilot was the registered owner of the airplane. A close personal friend of the pilot reported to the National Transportation Safety Board investigator that earlier in the morning the pilot had taken another passenger for a ride in his airplane. The accident occurred during the subsequent flight. No flight records logbooks were provided to the Safety Board for examination. The pilot was current in his airplane, according to the friend, who was also a professional pilot. FAA records indicated that the pilot held an airline transport pilot certificate and was type rated to fly Boeing 747 and Embrier EMB-120 airplanes. He also held an expired certified flight instructor (CFI) certificate for single and multiengine airplanes, and instruments, and an advanced and instrument ground school instructor certificate. The pilot was employed as a captain and regularly flew Boeing 747 airplanes on international cargo flights. In October, 2010, the pilot reported to the FAA that his total flight time was 11,305 hours. The pilot's personal flight record logbook was not provided to the Safety Board investigator for review. The builder of the airplane reported to the Safety Board investigator that he had spoken with the pilot on numerous occasions since selling him the airplane about 6 months before the accident. The builder opined that the pilot had flown the airplane at least 20 hours since that time. Prior to the pilot having acquired the Glasair, he had no flying experience in this model of airplane. The pilot's employer reported that in April, 2010, the pilot upgraded to the rank of captain and was flying Boeing 747 airplanes. The pilot's last company flight was performed on October 9, 2010. The 50-year-old second pilot was a passenger in the airplane. The friend reported to the Safety Board investigator that the second pilot had previously flown high performance, light, single engine airplanes. The pilot's flight records logbooks were not provided to the Safety Board for examination. Neither the pilot's flying experience in the accident model of Glasair nor his currency flying single engine airplanes was able to be established. FAA records indicate that the pilot held an airline transport pilot certificate and was type rated to fly Boeing 747 and Embraer 120 airplanes. He also held an expired certified flight instructor certificate for single and multiengine airplanes and instruments, and an advanced and instrument ground school instructor certificate. The pilot was employed as a captain and regularly flew the Boeing 747 airplane on international cargo flights. In October, 2010, the pilot reported to the FAA that his total flight time was 11,305 hours. The pilot's employer reported that in June, 2006, the pilot upgraded to the rank of captain and was flying Boeing 747 airplanes. The pilot's last company flight was performed on October 8, 2010. Both pilots were employed by the same air cargo company. AIRCRAFT INFORMATION The experimental, amateur kit built, composite structure 2 seat airplane, serial number 3155, was issued a FAA airworthiness certificate on September 24, 1990. The airplane was equipped with a Lycoming 330 horsepower engine (model IO-540-K1A5, serial number L-10843-48A), and a 2-blade Hartzell propeller (model HC-C2YK-1BF, hub CH29521). According to builder-supplied data, the airplane's maximum gross weight was 2,500 pounds. It had a 75 percent power cruise speed of 235 knots, and a rate of climb between 2,000 and 3,000 feet per minute at 150 knots. The airplane's structural "G-Ratings" were listed as follows: "+9Gs, -6Gs Ultimate" and "+6Gs, -3Gs Standard." FAA records revealed that the pilot purchased the airplane in June, 2010. At the time, the airplane's listed total time was 580 hours. The pilot was the listed sold owner. No airplane operation or maintenance logbooks were located. The airplane's total times and inspection information could not be established. METEOROLOGICAL INFORMATION The closest airport to the accident site was Riverside Municipal Airport (RAL), elevation 819 feet msl. RAL is located about 7 miles north-northwest from the site. In pertinent part, at 1253, RAL reported an overcast layer of clouds at 2,900 feet above ground level (agl). At 1353, RAL reported scattered clouds at 3,400 feet agl, and a broken ceiling at 4,900 feet agl. No precipitation was reported, and the wind was reported at 3 knots or less. COMMUNICATION The FAA reported that no communications were recorded between its facilities and N2XZ. WRECKAGE AND IMPACT INFORMATION The accident site is located at the following global positioning system coordinates: 33 degrees 50.760 minutes north latitude by 117 degrees 25.443 west longitude. The accident site elevation is estimated between 1,350 and 1,390 feet mean sea level (msl). During the subsequent examination of the accident site, all airframe flight control surfaces and major structural components were found at or within about 90 feet from the main wreckage. No ground scar was observed leading up to the main wreckage. The propeller and engine were found in a 3-foot-deep impact crater and were partially buried. The engine was positioned on top of the propeller assembly, which was about 2 feet below ground level. A 1/2 to 1-foot-deep imprint of the wings, along with left and right navigation light lens fragments, were located adjacent to the fragmented cockp