N655DB

HISTORY OF FLIGHTOn October 23, 2012, about 1403 Pacific daylight time, an experimental amateur- built Behne Glasair III, N655DB, was destroyed when it impacted terrain while maneuvering near Byron, California. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot who occupied the left seat, and the private pilot who occupied the right seat were fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The local flight originated from the Funny Farm Airport (4CA2), Brentwood, California, about 1357.

Witnesses located adjacent to the accident reported that they observed the accident airplane flying at an altitude of about 1,000 feet above ground level when it suddenly nosed over and began to spin to the left in a slight nose low attitude. The witnesses further reported that the airplane continued to spin until it impacted terrain where post-crash fire ensued. PERSONNEL INFORMATIONIt was not determined which one of the two pilots, a private pilot and owner of the airplane seated in the left seat or the private pilot seated in the right seat, was manipulating the flight controls when the accident occurred.

Pilot #1 (left seat pilot/airplane owner)

The pilot/owner, age 57, held a private pilot certificate with an airplane single-engine land, airplane multi-engine land, and instrument airplane rating. A third-class airman medical certificate was issued to the pilot on April 10, 2012, with no limitations stated. The pilot reported on his most recent medical certificate application he had accumulated 3,457 total flight hours. The pilot's personal logbook was not obtained during the investigation.

Pilot #2 (right seat pilot)

The pilot, age 56, held a private pilot certificate with an airplane single-engine land and instrument airplane rating. A third-class airman medical certificate was issued to the pilot on September 9, 2010, with the limitation that stated "…must have glasses available for near vision." The pilot-rated passenger reported on his most recent medical certificate application he had accumulated 900 total flight hours. The pilot's personal logbook was not obtained during the investigation. AIRCRAFT INFORMATIONThe two-seat, low-wing, retractable-gear experimental amateur-built airplane, serial number (S/N) 3051, was completed in 2008. It was powered by a Lycoming IO-540-K1B5 engine, serial number L-20707-48A, rated at 300 horse power. The airplane was also equipped with a Hartzell model HC-C2YR-1BF adjustable pitch propeller. The airplane maintenance records were not obtained during the investigation. METEOROLOGICAL INFORMATIONA review of recorded data from the Livermore Municipal Airport automated weather observation station, located about 15 miles southwest of the accident site, revealed at 1353 conditions were wind from 220 degrees at 5 knots, visibility 10 statute miles, scattered cloud layer at 7,000 feet, temperature 16 degrees Celsius, dew point 6 degrees Celsius, and an altimeter setting of 30.02 inches of mercury. AIRPORT INFORMATIONThe two-seat, low-wing, retractable-gear experimental amateur-built airplane, serial number (S/N) 3051, was completed in 2008. It was powered by a Lycoming IO-540-K1B5 engine, serial number L-20707-48A, rated at 300 horse power. The airplane was also equipped with a Hartzell model HC-C2YR-1BF adjustable pitch propeller. The airplane maintenance records were not obtained during the investigation. WRECKAGE AND IMPACT INFORMATIONExamination of the accident site by a Federal Aviation Administration (FAA) inspector revealed that the airplane came to rest within an open field about 3 miles south of 4CA2. All major structural components of the airplane were present at the accident site. The inboard portion of both wings and center section of the fuselage were mostly consumed by a postimpact fire. Wreckage debris remained within about 40 feet of the main wreckage. The inspector reported that there was no debris path.

The inspector reported that the left aileron was partially separated from its mounts and the left flap remained attached via its mounts and exhibited fire damage. The right aileron and flap remained attached via their respective mounts and exhibited fire damage. The rudder was partially separated from the vertical stabilizer, and the left and right elevators remained attached via their respective mounts and exhibited fire damage. The empennage of the airplane from slightly forward of the dorsal fin was displaced to the left when looking aft to forward. The engine was partially embedded within soft dirt. ADDITIONAL INFORMATIONAn Advanced Flight Instrument panel was located within the recovered wreckage and subsequently sent to the NTSB Recorders Laboratory for data recovery. The recovered data for the accident flight included various parameters such as airspeed, cylinder head temperature, exhaust gas temperature, heading, manifold pressure, pitch, roll, and engine rpm. No GPS location data was recorded.

The data depicted that following takeoff, the airplane ascended to an altitude of about 1,410 feet mean sea level (msl) over the timeframe of about 3 minutes, 30 seconds before descending to an altitude of 210 feet msl throughout the following 60 seconds of recorded data. The last 50 seconds of recorded data depicted an increase of altitude from 210 feet msl to 2,290 feet msl, and a decrease in airspeed from 228 knots to 154 knots. The last two recorded data points showed heading change from 168 degrees to 187 degrees. The vertical acceleration varied from 1.4 g's to 4g's at the last recorded data point over the last 50 seconds of recorded data.

Throughout the entire accident flight, the engine parameters exhibited normal operational indications. For further information, see the recovered data files and data plots in the public docket for this accident. MEDICAL AND PATHOLOGICAL INFORMATIONPilot #1 (left seat pilot/airplane owner)

The Contra Costa County Coroner conducted an autopsy on the pilot on October 25, 2012. The medical examiner determined that the cause of death was "…Multiple blunt force injuries."

The FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on the pilot/owner. According to CAMI's report, carbon monoxide, cyanide, volatiles, and drugs were tested, and had positive results for 0.073 (ug/ml, ug/g) amphetamine in urine, amphetamine not detected in Blood (Cavity), 0.033 (ug/ml, ug/g) doxylamine detected in blood (Cavity), doxylamine detected in Urine, 0.172 (ug/ml, ug/g) methamphetamine detected in Urine, and methamphetamine detected in Blood (Cavity)

The FAA blue ribbon medical file, autopsy results, toxicology report, and the investigator's report were reviewed by the Chief Medical Officer for the National Transportation Safety Board. No personal medical records were discovered; according to the investigator, the family did not believe that the pilot was taking any medications.

The pilot's FAA blue ribbon medical file indicated that he was first certified in 1972. In 1997, his medical certification was surrendered when the FAA became aware that his driver's license had been suspended twice; once in 1994 and again in 1997. Both times the incidents were alcohol related but later reduced to convictions for reckless driving.

The pilot argued that he had not misled the FAA in 1996 when he responded in the negative to question v. "yes or no? History of (1) any convictions(s) involving driving while intoxicated by, while impaired by, or while under the influence of alcohol or a drug; or (2) history of any convictions(s) or administrative action(s) involving an offense(s) which resulted in the suspension, cancellation, or revocation of driving privileges or which resulted in attendance at an educational or a rehabilitation program." The pilot argued that neither episode resulted in a conviction and pointed out that while his California license had been suspended, he retained his Nevada license to drive. In 1998 he underwent an addiction evaluation and was issued a second-class medical certificate.

In 2007, the pilot reported another alcohol related suspension, and his medical certificate was revoked. On this occasion, he was convicted of driving under the influence and underwent the FAA's required psychological testing and psychiatric evaluation. In 2010 he was granted a regular third-class medical certificate.

The cause of death was multiple blunt force injuries. The toxicology testing identified methamphetamine in blood (amount below the calibration level of the machine) and 0.172ug/ of methamphetamine in urine; 0.073ug/ml of amphetamine was found in urine but none in the blood. In addition, 0.033ug/ml of doxylamine was detected in blood; doxylamine was also detected in urine.

Methamphetamine and amphetamine are central nervous system stimulants and schedule II controlled substances used in prescription medications that treat narcolepsy, attention deficit disorder, and for weight control. Methamphetamine has high abuse potential due to its early euphoric effects; amphetamine is one of its metabolites. Following methamphetamine use, a greater proportion of the drug is excreted unchanged in urine than is excreted as amphetamine.

Symptoms following use occur in phases:

"Early phase –

Psychological: Euphoria, excitation, exhilaration, rapid flight of ideas, increased libido, rapid speech, motor restlessness, hallucinations, delusions, psychosis, insomnia, reduced fatigue or drowsiness, increased alertness, heightened sense of well-being, stereotypes behavior, feelings of increased physical strength, and poor impulse control.

Physiological: Increased heart rate, increased blood pressure, increased respiration rate, elevated temperature, palpitations, irregular heartbeat, dry mouth, abdominal cramps, appetite suppressed, twitching, pallor, dilated pu...