History of Flight
On May 8, 2008, at 1310 eastern daylight time, an amateur-built Lancair IV-P, registration N101BX, was destroyed when it impacted terrain after an uncontrolled descent in Snow Hill, North Carolina. The certificated commercial pilot and the passenger were fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed and activated. The flight originated at Page Field in Fort Myers, Florida, and was destined for Hartford-Brainard Airport in Hartford, Connecticut. The personal flight was conducted under 14 Code of Federal Regulations Part 91.
The pilot departed FMY under visual flight rules around 1030. While en route, he contacted ATC and requested VFR flight following services. At 1254, the pilot requested and received an IFR clearance. Radar data showed the airplane descending from 17,500 to 17,000 feet. Four minutes later, the pilot asked about ride reports; the controller relayed a report of light rime icing between 15,000 and 12,000 feet about 20 miles ahead. The pilot reported the temperature aloft as 17 degrees Fahrenheit and made an unintelligible comment about icing.
At 1306, the pilot requested a descent due to icing. The controller cleared him to 15,000 feet. The pilot reported light and trace icing and a temperature of 18 degrees F. The airplane's altitude initially varied, then began descending. ATC advised that further descent would require vectors east due to a Beech 400 behind. The pilot acknowledged, and no further transmissions were received. The final radar target was at 15,000 feet, about 2 miles southwest of the accident site.
The Beech 400 crew reported they were climbing to 15,000 feet but were told to stop at 14,000 because the Lancair was descending due to icing. At 14,000 feet, they saw a TCAS target 1,000 feet above, 7-8 miles ahead. The next update showed the same altitude at 5-6 miles. Later, the target was 2,000 feet below at 4 miles. They heard an ELT in the background of ATC transmissions.
Two witnesses in a truck about 100 yards away saw a glimpse of something impact the ground; one saw the airplane's tail about 4-5 feet in the air before it slammed down. Another witness heard a whirring noise twice, then an explosion, and saw smoke. He described the airplane as mostly intact except the cabin, which was "gone."
Meteorological Information
Satellite imagery showed the airplane initially in VMC but entering dense overcast clouds along its route. Convective cloud tops were above the airplane's altitude. Weather radar indicated level 1 echoes at the airplane's altitude when the pilot reported icing. Upper air data showed -7°C at 17,000 feet and -4°C at 15,000 feet. An AIRMET for icing and freezing level at 12,000 feet was valid. The pilot did not obtain a weather briefing or contact flight service.
Personnel Information
The pilot held a commercial pilot certificate with single-engine, multi-engine, and instrument ratings, as well as a flight instructor certificate. He reported 1,350 total flight hours (75 in the last 12 months), 800 hours in retractable-gear aircraft, 20 hours in multi-engine aircraft, and no experience in the accident make and model.
Aircraft Information
The airplane was built in 2003. No evidence suggested it was equipped with anti- or de-icing systems.
Wreckage and Impact Information
All wreckage was accounted for except one winglet found 4,000 feet away on a roof. A post-impact fire consumed most of the wreckage. Control continuity was confirmed. The engine was intact with accessories attached except the fuel pump. Propeller blades were separated or broken. Borescope examination showed no abnormal combustion deposits; crankshaft rotation confirmed continuity and compression. Turbochargers were fire and impact damaged. Spark plugs exhibited light gray deposits. The fuel pump was dry and heat discolored; the manifold screen had no debris. The oil filter was charred with no metal particles.
Medical and Pathological Information
An autopsy listed the cause of death as "multiple extreme injuries." Toxicological testing was performed by the FAA.
Probable Cause
The source does not provide a stated probable cause.