NTSB Factual Report

HISTORY OF FLIGHT

On November 25, 2006, at 1318 Pacific standard time, an experimental Interavia E-3 airplane, N4426X, was substantially damaged when it impacted the ocean off the coast of San Pedro, California. The airplane sank and was later recovered. The private pilot, who was the sole occupant, sustained fatal injuries and was found near the point of impact. The pilot was a co-owner of the airplane and operated it under the provisions of 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight plan was not filed for the local flight, which departed Long Beach Airport/Daugherty Field, Long Beach, California, about 1250.

According to a co-owner of the airplane, the pilot departed Long Beach with the intent of practicing aerobatic maneuvers in the aerobatic box located off the coast of San Pedro.

One witness reported that the airplane was conducting aerobatic maneuvers. The airplane went through 1/2 of a loop, and exited on the topside. The witness diverted his attention from the airplane and then heard a very loud engine noise which drew his attention back to it. He reported that the airplane was in a 70-degree nose low pitch attitude, 100 to 300 feet above the ocean, with the engine running hard at full throttle. The airplane continued in that attitude until impact with the ocean. The witness reported that the airplane appeared to be intact prior to impact with the ocean. The witness did not observe anything falling away from the airplane.

Another witness reported that he and his flight student were flying in the area at 3,500 to 4,000 feet mean sea level. They heard a transmission, "Mayday, mayday, Experimental...X-ray..I'm going down." The witness waited a few seconds and then asked the pilot to report his position. He only received a garbled response. Another pilot noted a splash in the ocean and the witness believed that the airplane had crashed.

Another witness who was walking along the shoreline heard an airplane practicing aerobatics. He observed the airplane flying straight and level approximately 1,000 feet above the ocean. The airplane then entered a nose down pitch attitude and the witness believed the pilot may have been lowering the airplane's nose to pick up airspeed. The airplane stayed in a nose low attitude and increased the nose down pitch angle to about 55 to 60 degrees, which is where it was at the time of impact. The witness indicated that the nose down angle increased as the airplane neared the water. The witness thought that he observed something come from the airplane and thought it might have been the pilot bailing out of the airplane when it descended through about 500 feet. The witness did not observe a parachute. He did observe a secondary impact behind and after the airplane impacted the water but the witness did not know what it was. Additionally, the witness reported that the engine was running "hard and loud" through the descent.

According to a responding lifeguard, the pilot was located in the water with his parachute still attached. The parachute had been deployed.

PERSONNEL INFORMATION

The 59 year old pilot held a private pilot certificate. His last medical certificate was issued on March 28, 2006, and it was a third class. Review of the pilot's logbook showed that he had had about 1,124 hours total flight time of which the majority was obtained in a Yak 55M. He had logged about 11 hours in the accident airplane.

AIRPLANE INFORMATION

The experimental Interavia E-3 was co-owned by the pilot. It was powered by a Vedenyex M14P engine equipped with a Whirlwind 400 propeller. According to Federal Aviation Administration registration records, the pilot purchased the airplane on September 10, 2005.

The last condition inspection was completed on August 19, 2006, at a total time of 128.7 hours. According to acquaintances of the pilot, several weeks prior to the accident, maintenance was performed on the canopy release handle. The canopy release had a D-ring on it. The D-ring had become disconnected and was subsequently reattached. Additionally, they reported that this was checked during the accident flight preparation and it functioned properly.

The last maintenance performed on the airplane was on November 21, 2006, at a total time of 148.4 hours. During this last maintenance, the aileron/flap system was modified. The original system included a bell crank (for the ailerons) within a bell crank (for the flaps) in each wing. The control linkage from the flap handle was removed and an anchor point was provided on a rib for the flaperon bell crank. This resulted in the flaps being permanently positioned to neutral and the ailerons were free to move via the bell crank within the stationary bell crank. The engine oil system was also serviced. This was the second flight since the maintenance had been performed. No control anomalies were noted during the previous flight.

METEOROLOGICAL CONDITIONS

Long Beach Airport reported the following weather conditions at 1253. The sky was overcast at 5,500 feet above ground level, there was 10 statute miles of visibility, the temperature was 64 degrees Fahrenheit, the dew point was 46 degrees Fahrenheit, the wind was from 190 degrees at 10 knots, and the altimeter setting was 29.94 inches of Mercury.

WRECKAGE AND IMPACT INFORMATION

The airplane came to rest in the ocean off the coast of San Pedro. The Los Angeles County Sheriff's Department dive team calculated that the depth of the water at the accident site was 60 feet.

MEDICAL AND PATHOLOGICAL INFORMATION

The Los Angeles County Coroner completed an autopsy on the pilot. The cause of death was attributed to multiple traumatic injuries. The Federal Aviation Administration Forensic Toxicology completed toxicological testing. Cyanide and carbon monoxide testing were not performed and the volatiles test was negative. Drug tests showed positive results for Azacyclonol and Ibuprofen.

TESTS AND RESEARCH

Radar Data

A Safety Board Air Traffic Control Specialist reviewed radar data pertinent to the accident flight. No radar track was identified that was consistent with the pilot's supposed route of flight to and in the aerobatic practice area.

Wreckage Examination

Investigators examined the recovered wreckage. The elevator control system consisted of push-pull tubes. Recovery personnel removed inspection panels on the airframe, floor, and dust covers surrounding both control yokes. Investigators operated both control yokes, and noted no binding or chaffing either visually or aurally. No foreign objects were observed in the airframe.

The wings were separated from the fuselage. The left wing separated outboard of a rib 28 inches from the fuselage. This was outboard of the aileron bellcrank, which remained securely attached to the airframe. The control surface operating rod remained attached to the bellcrank. The rod was bent, and fractured and separated in the threaded area of the eyebolt at the control surface end. The fracture surface was angular and had a matte finish.

The right wing separated at the fuselage. Both aileron bellcranks stayed with the wing. The push-pull tube from the control yoke to the first bellcrank fractured and separated at the bellcrank eyebolt attachment. The tube exhibited mechanical damage, and bent aft about 45 degrees. The rib through which the tube passed exhibited a tear in the sheet metal on the aft side of the lightening hole. The tear was about 2 inches toward the rear of the wing.

The rudder control system is cable operated and continuity was established from both sets of rudder pedals to the rudder. Operation of the rudder pedals in the aft cockpit resulted in simultaneous movement of the control surface in the selected direction. The elevator trim was cable operated and control continuity was established from the cockpit control to the control surface. Operation of the trim handle resulted in simultaneous movement of the trim tab in the selected direction.

The engine was examined. The lower two cylinders separated leaving the pistons and connecting rods exposed. Recovery personnel removed two spark plugs. There was no mechanical damage observed. The plugs contained debris and were oily.

The canopy was not recovered. The rear cockpit manual latch was secured flush in its holder. Its locking pin was not in. The rear cockpit emergency release handle was on the floor on the left side of the control yoke. It was not in the stowed position; about 12 inches of cable showed. The rear latch was up, and the lock was down and not engaged. When the latch was rotated it locked into place. The handle retracted to the stowed position. The emergency handle was pulled. The latch released, and the release mechanism rotated up to the release position.

The front seat belt and harness were found unlatched. The ignition switch was in the both position. The throttle and prop controls were in the aft position. They both operated freely. The fuel shutoff handle was in the aft position (fuel off) and moved freely when activated.

Examination of the engine, airframe, and components revealed no evidence of preimpact mechanical malfunctions.

ADDITIONAL INFORMATION

The pilot operating handbook for the airplane states, in part, that the following actions should take place, "...prior to egress: If possible, establish level attitude and climb to safe altitude. Turn off fuel shut off valve, magnetos, and open circuit breakers. Disconnect communications cable. Jettison canopy using red emergency handle between legs. Release safety harness and throw off belts."

NTSB Probable Cause

Loss of control for undetermined reasons.