History of Flight
On July 3, 2011, at approximately 1025 central daylight time, the airplane departed from Pierce Field (72TA) in Port O'Connor, Texas, on a personal cross-country flight to Austin-Bergstrom International Airport (AUS), Austin, Texas. Visual meteorological conditions prevailed, and no flight plan was filed.
Witnesses reported observing the airplane after takeoff. One witness described a slow climbing left 180-degree turn to about 3,000 feet, followed by a sharp 180-degree left turn over Matagorda Bay, suggesting the airplane might be returning to the airport. The wings then leveled, and the airplane performed what the witness termed a "snap roll" before diving straight down into the water. The witness believed the airplane completed one spin before impact.
Another witness saw the airplane pass overhead at an altitude of 500 to 600 feet. The engine emitted a series of popping sounds, similar to firecrackers. The airplane continued in a straight line over the bay, appearing to climb. It then rolled 360 degrees, leveled off, abruptly rolled left, and dove vertically into the bay.
Personnel Information
The pilot, aged 68, held an airline transport pilot (ATP) certificate with multi-engine land and single-engine land ratings, as well as single-engine sea and glider privileges. He also held a flight instructor certificate for single-engine land, multi-engine land, and instrument ratings. His third-class medical certificate, issued March 30, 2011, required corrective lenses. He estimated 3,000 hours of total flight time.
The passenger, aged 42, held a private pilot certificate with a single-engine land rating and a mechanic's certificate with airframe and powerplant ratings. His third-class medical certificate, dated May 1, 2009, had no restrictions. He estimated 200 hours of total flight time.
Aircraft Information
The accident airplane, N11001, was a Lancair Laser IV-P (serial number 153) built by the pilot. Construction began in December 1992 and was completed in December 1994. The first flight occurred on December 28, 1994, and the airplane received its Experimental Category Airworthiness Certificate on January 23, 1995. It was powered by a Continental TSIO-520-B2B engine rated at 550 horsepower, driving a Hartzell three-blade constant-speed propeller.
The last conditional inspection was performed on July 18, 2010, at an airframe time of 1,160 hours. The last documented engine inspection was on January 6, 2001, at 330 hours engine time. The propeller was overhauled on June 18, 2010.
Meteorological Information
Weather observations from Aransas County Airport (KRKP) in Rockport, Texas, approximately 50 miles southwest of the accident site, recorded at 0953: wind 290 degrees at 5 knots, visibility 8 statute miles, few clouds at 1,100 feet, scattered clouds at 1,800 feet, temperature 29°C, dew point 25°C, altimeter 30.01 inHg. At 1053: wind 330 degrees at 6 knots, visibility 10 statute miles, scattered clouds at 2,100 feet, broken ceiling at 2,700 feet, temperature 30°C, dew point 24°C, altimeter 30.02 inHg.
Wreckage and Impact Information
The wreckage was recovered from Matagorda Bay on July 4 by the Texas Department of Public Safety, in 12.5 feet of water. Wings were initially stored at the Coast Guard station in Port O'Connor; the rest of the wreckage was taken to Port Lavaca, Texas. On July 21, all parts were examined together.
Both wings had separated from the fuselage. Pushrods and bellcranks for flaps and ailerons were in place and secured. The flap handle was stowed. Main and nose landing gears were retracted. The fuel selector was slightly past the left tank position. Both seatbelts were attached; shoulder harnesses were not.
Medical and Pathological Information
The passenger was recovered with the airplane on July 4. The pilot was recovered on July 8, about 1 mile northeast of the accident site. Autopsies were performed by the Galveston County Medical Examiner's Office. Toxicology tests on the passenger, conducted by the FAA's Civil Aerospace Medical Institute, detected no carbon monoxide, cyanide, ethanol, or drugs.
Tests and Research
The engine was disassembled and examined at Teledyne Continental Motors in Mobile, Alabama, from April 9-13, 2012. No anomalies were found that would have precluded the engine from developing power.