History of Flight
On June 30, 2011, at approximately 1350 central daylight time, a kit-built Lancair 320 airplane, registration N358MA, collided with terrain at Sundance Airpark (HSD) in Yukon, Oklahoma. The flight originated from Wiley Post Airport (PWA) in Oklahoma City, Oklahoma, about 1345, and was operated as a positioning flight under 14 Code of Federal Regulations Part 91 by a private individual. Visual meteorological conditions prevailed, and no flight plan was filed.
Witnesses reported that the engine produced rough running sounds before departure from PWA and continued to run roughly during flight. Eyewitnesses at HSD also heard a rough-running engine as the airplane approached. The airplane entered a left base turn for runway 17. During the turn to align with the extended runway centerline, the bank angle increased to nearly 90 degrees. The nose dropped, and the airplane rapidly descended, impacting terrain.
Pilot Information
The pilot, aged 57, held a commercial pilot certificate with single-engine, multi-engine, and instrument airplane ratings. A third-class medical certificate was issued on November 24, 2010, at which time the pilot reported over 9,500 hours total flight time, with zero hours logged in the preceding six months. The pilot's logbook was not located; therefore, the date of the last flight review and recent flight history are unknown. Before the accident flight, the pilot told a line service technician at PWA, "I've never flown this plane before. I've ridden in it, but I get to take her up myself."
Aircraft Information
The two-seat, retractable-gear airplane, serial number 007, was manufactured in 1991. It was powered by a 150-horsepower Lycoming IO-320-B engine driving a two-bladed, constant-speed Hartzell metal propeller. Maintenance records showed an annual condition inspection completed on November 5, 2010, at a total airframe and engine time of 961.5 hours.
Meteorological Information
An automated weather reporting facility at PWA, approximately 5 nautical miles southeast of the accident site, reported wind from 210 degrees at 14 knots gusting to 20 knots, visibility 10 miles, clear skies, temperature 99 degrees Fahrenheit, dew point 63 degrees Fahrenheit, and barometric pressure 29.96 inches of Mercury.
Wreckage and Impact Information
Ground scars at the scene were consistent with the airplane impacting the parallel taxiway in a left bank, steep nose-low attitude. The wingtip struck the taxiway, followed shortly by the nose. The wreckage path was oriented along a 220-degree heading. The propeller fractured from the hub and was found in a divot near the taxiway edge. The airplane came to rest approximately 60 feet from the ground scars, with the nose facing 095 degrees. Flight control continuity was established from the cockpit controls to the control surfaces. The rudder hinges were fractured due to overload. The landing gear was found retracted, consistent with the cockpit switch position. Only one propeller blade showed signs of leading edge polishing and chordwise scratches; neither blade exhibited twisting or curling. Engine examination revealed continuity and compression. All fuel screens were clear of contaminants. The magnetos and fuel servo were removed for further examination.
Medical and Pathological Information
An autopsy performed on July 1, 2011, by the Office of the Chief Medical Examiner, Oklahoma, ruled the manner of death as accident. Forensic toxicology conducted by the FAA Civil Aerospace Medical Institute (CAMI) was negative for carbon monoxide, cyanide, and ethanol. The analysis detected diphenhydramine at 0.29 ug/ml in blood (cavity) and in urine, and ibuprofen in urine. CAMI's toxicology information notes that diphenhydramine is a common over-the-counter antihistamine used for colds and hay fever, with a warning that it may impair mental and/or physical ability required for hazardous tasks. Ibuprofen is listed as a nonnarcotic analgesic and anti-inflammatory agent.
Tests and Research
The magnetos were tested at a magneto repair shop under FAA auspices and found to operate normally. The fuel servo was tested at a repair station under FAA auspices. It had not been updated per the manufacturer's recommendation, though this was not required for the experimental airplane. Flow testing revealed that the servo allowed a rich mixture at idle, approximately 8 pounds per hour, and exceeded all manufacturer's recommended maximum flowmeter limits across all test points.
Additional Information
A Lancair 320 stall speeds chart found in the airplane indicated that stall speed increases about 7 knots for 30 degrees of bank and 17 knots for 60 degrees of bank. The chart provides maximum bank angle of 60 degrees.
The FAA's "Airplane Flying Handbook" (2004) advises that in the base-to-final turn, the angle of bank should not exceed a medium bank because steeper banks increase stall speed. If an extremely steep bank is needed to avoid overshooting the final approach, it is recommended to go around and plan a earlier turn on the next approach.
The handbook also discusses accelerated stalls, noting that stalls entered from abrupt maneuvers occur at higher indicated airspeeds and may be more severe. Such stalls can be unexpected by inexperienced pilots due to higher-than-normal airspeeds and lower-than-anticipated pitch attitudes.
In a 2012 safety study on experimental amateur-built aircraft, the NTSB concluded that purchasers of used experimental amateur-built aircraft face challenges transitioning to unfamiliar aircraft. They must learn handling characteristics and systems without the builder's firsthand knowledge. The NTSB recommended that the FAA and Experimental Aircraft Association create a coalition to develop transition training resources and incentives for builders and purchasers of used experimental amateur-built aircraft to complete such training.