History of Flight
On November 21, 2009, about 1320 Pacific standard time, an experimental Budd Lancair Legacy, N7JX, crashed in an apple orchard one-quarter mile east of Watsonville Municipal Airport, Watsonville, California. The pilot had radioed a distress call reporting a loss of engine power. The flight, operated by a commercial pilot under Part 91, originated from Santa Barbara, California, and was destined for San Carlos, California. Visual meteorological conditions prevailed, and no flight plan had been filed.
At 1316, the pilot contacted Oakland flight watch (automated flight service station-AFSS) and declared an emergency, stating he had lost engine power. He reported his altitude as 10,000 feet, his distance from Watsonville Airport as 9.9 miles, and that he would try to reach the airport. Oakland flight watch acknowledged. The pilot then reported a fire; flight watch instructed him to squawk 7700. About 1 minute and 42 seconds after his initial distress call, the pilot transmitted that he was at 5,000 feet, there was smoke, he could see the airport, and he thought he could make it. Flight watch responded that they were contacting approach and advised him to continue squawking 7700. The pilot asked flight watch to contact Watsonville Airport, stating he did not have the frequency. No further transmissions were received. The pilot did not specify the source of the smoke or if smoke was present in the cockpit. The wreckage was located one-quarter mile from the approach end of runway 20 at Watsonville Airport.
Personnel Information
The pilot, age 58, held a commercial pilot certificate for helicopters with private pilot privileges for airplane single-engine land and instrument airplane, issued on February 13, 2008. He also held a second-class airman medical certificate issued on January 29, 2008, with the limitation that he possess corrective glasses for near vision. His logbook was not located. On his January 29, 2008 medical application, he reported 2,000-plus flight hours and over 40 hours in the previous 6 months. He did not hold an airplane and power plant mechanic certificate, and FAA records do not show he was issued a Repairman Certificate for this airplane. He was known to perform his own maintenance.
Aircraft Information
The two-seat, low-wing, retractable landing gear airplane, Lancair Legacy, serial number L2K-187, was an experimental category airplane manufactured by John B. Budd in 2003. It was powered by a Teledyne Continental Motors IO-550-N, 310-hp engine with a Hartzell constant speed propeller. A copy of an aircraft record book found in the wreckage showed annual inspections on July 17, 2007, July 17, 2008, and August 10, 2009; however, none were signed airworthy by a certificated A&P mechanic. No maintenance entries were signed by an A&P mechanic. A maintenance entry dated August 25, 2009, at 707.6 aircraft hours, stated the engine lost oil pressure due to a broken oil return line from the oil separator; the line was repaired and 4 quarts of oil added. An oil and oil filter change occurred on October 22, 2009, at 728.6 hours. The last entry, dated November 21, 2009, at 734.2 hours, recorded a flight from Scottsdale, Arizona to San Carlos, California.
Wreckage and Impact Information
The wreckage was located in an apple orchard and examined on-scene by an FAA inspector. The entire airplane was in a compact area with no debris path. The airplane was extremely fragmented with no evidence of fire. The belly was coated with oil. The engine had holes in the top of the crankcase, aligned with associated connecting rods.
The engine was removed and sent to the manufacturer for examination. The manufacturer's report stated: "The engine exhibited impact damage concentrated at the lower area of the assembly. The crankcase was breached above and in line with the number 2, 4 and 5 cylinders. The magnetos and starter were separated from their mounting positions. The oil pump drive separated near the splined shaft section. The piston head was fractured in two pieces. The crankshaft number 1 through 4 journals and bearings, connecting rods, and bearings 2 through 6 exhibit lubrication distress and mechanical damage." Abundant metal shavings and slivers were found in the oil sump and oil filter elements. The oil pump was disassembled: "the oil pump cavity contained light scratches and exhibited normal operating signatures. The oil pump gear teeth exhibited normal operating signatures. The oil pressure relief valve and seat contained no obstructions and exhibited signatures of proper seating."
"The crankshaft and counterweight assembly exhibited lubrication distress, thermal damage, and mechanical damage concentrated at all connecting rod and main bearing journals except the number one connecting rod and number five main bearing journals. The crankshaft main bearing journals exhibited signs of lubrication distress. The number one and two connecting rod journals were intact and exhibited mechanical damage. The number three, four, five and six connecting rod journal exhibited signs of lubrication distress, thermal discoloration, mechanical damage and displacement of the journal material. The oil transfer passages were open and unrestricted. The rear set of counterweight assemblies exhibited mechanical damage and had free and unrestricted movement on the hanger blades. The forward set of counterweight assemblies exhibited mechanical damage and had free and unrestricted movement on the hanger blades. All of the counter weight pins and plates were intact. Alternator drive face gear teeth were intact and undamaged. The oil transfer collar was intact and exhibited lubrication distress. The oil transfer plug was tight and in position. The crankshaft cluster gear was intact and exhibited normal operating signatures. The gear bolts were tight and safetied and the gear teeth were undamaged."
Medical and Pathological Information
An autopsy performed on November 24, 2009, by the Santa Cruz County Sheriff Coroner attributed the cause of death to lacerations of the brain and heart.
Forensic toxicology by the FAA Forensic Toxicology Research Team detected no carbon monoxide, cyanide, or ethanol in blood. The following drugs were detected: 17.55 μg/ml acetaminophen in urine; 0.037 μg/ml dihydrocodeine in urine; dihydrocodeine in blood; 0.079 μg/ml hydrocodone in urine; 0.023 μg/ml hydrocodone in blood; and 0.091 μg/ml hydromorphone in urine. The FAA noted that the blood specimen had "No collection site indicated."
A separate toxicology report for Santa Cruz County noted "Hydrocodone - free; 13 ng/mL; peripheral blood."
The pilot's January 29, 2008 medical application indicated "No" to "Do You Currently Use Any Medication" and to all items under "Medical History," including "Frequent or severe headaches."