History of Flight
On April 14, 2012, about 1330 central daylight time, an experimental, amateur-built Lancair 235, registration N235MW, was substantially damaged during a forced landing near Hudson, Kentucky. The private pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight, which departed from Rough River State Park Airport (2I3), Falls of Rough, Kentucky, destined for Bowman Field Airport (LOU), Louisville, Kentucky.
Approximately two months prior to the accident, the pilot began experiencing electrical issues with the airplane. The landing gear initially hesitated during extension, and the pilot would shut off non-essential electrical equipment before gear extension to restore function. On the morning of the accident, the pilot flew from LOU to 2I3 for breakfast. During approach, the electrical system failed and the landing gear would not extend. He jiggled the battery cables behind his seat, restoring power and allowing gear extension. When departing, the electrically controlled propeller would not come out of coarse pitch, preventing takeoff. He removed the battery and returned to LOU with another pilot, where a friend lent him a battery charger. He charged two batteries and returned to 2I3.
The pilot installed one battery and planned to fly back to LOU with the landing gear down. His friend advised him to shut down if the ammeter showed no positive indication, but the pilot dismissed this. After three start attempts, the engine started. During taxi, fuel was observed venting from the right wingtip. The pilot took off; his friend followed 3–4 minutes later. The accident pilot contacted his friend via handheld radio on the Unicom frequency, stating he was 1–2 miles south of Breckinridge County Airport (I93) and would land in a field. He said, "I'm going in hard." The friend heard the emergency locator transmitter but could not see the airplane; he landed at I93 and called 911.
A witness observed the airplane traveling southeast in a straight line with no engine noise. It disappeared behind a rise, reappeared, climbed momentarily, turned right to avoid a barn, and disappeared again. Impact sounds were heard shortly after.
Personnel Information
According to FAA records, the pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on July 18, 2011. He had accrued approximately 484 hours of total flight experience.
Aircraft Information
The accident aircraft was a single-engine, propeller-driven, low-wing monoplane of composite construction, assembled from a kit. It was powered by a 4-cylinder, 118-horsepower Lycoming O-235-L2C engine equipped with an Ellison EFS-3A throttle body fuel injection system and a three-bladed MTV-7-F constant-speed, variable-pitch propeller. The airplane's special airworthiness certificate was issued on February 18, 2006, and the pilot purchased it on February 28, 2008. The most recent conditional inspection was completed on May 11, 2011, at which time the airframe had 238.42 total hours and the engine had 432.52 hours since major overhaul.
Meteorological Information
The recorded weather at Godman Army Airfield (FTK), Fort Knox, Kentucky, about 23 nautical miles east of the accident site, at 1355 included: winds 180 degrees at 15 knots, 10 miles visibility, broken clouds at 8,500 feet, temperature 24°C, dew point 11°C, and an altimeter setting of 30.04 inches of mercury.
Wreckage and Impact Information
The airplane cleared trees approximately 30 feet high, struck the ground in a level attitude in a harvested corn field. The landing gear collapsed, and the airplane traveled 63 feet on a 124-degree heading before nosing over, tumbling, and coming to rest. The fuselage broke into three pieces; both wings separated. The cockpit switches were found: magneto in "BOTH", landing gear handle "DOWN", master switch "ON", avionics master "ON", fuel boost and transfer pumps "OFF". Throttle was full open; mixture about 1 inch out from full rich; primer in and locked.
Airframe and flight control examinations revealed no evidence of preimpact failure or malfunction. Control continuity was established from cockpit to ailerons, elevator, and rudder.
Engine Examination
The engine showed no evidence of preimpact malfunctions or failures. It remained attached to the mount. Crankshaft continuity to rear gears and valve train was confirmed. Spark was produced from all ignition leads; compression and suction observed from all cylinders. Oil was present. The throttle body injector and engine-driven fuel pump had attached lines; a small amount of fuel was found in the pump and injector. The pump produced air when actuated; no debris was in the fuel inlet screen.
Tests and Research
Fuel records indicated the airplane was last refueled with 21.66 gallons of aviation gasoline on March 5, 2012. Fuel venting during taxi confirmed fuel was present in wing tanks. The header tank (11-gallon capacity) contained about 8 ounces of fuel; the inline filter and strainer had only trace amounts. The aircraft's Pilot Operating Handbook stated that takeoff should not occur with less than 8 gallons in the header tank.
The wing flaps were in the up position. The landing gear was found in the down position. The propeller control unit was in "AUTO" with RPM selector at 2700 rpm (takeoff, fine pitch).
Examination of the electrical system revealed corrosion in the connection between the positive battery cable and the master relay. The connector's inside was moist and heavily corroded; only 12 of the cable's wire strands contacted the collar. The battery cable routing did not include a drip loop, allowing electrolyte to run into the connector. The battery had an open-circuit voltage of 10.8 volts; one cell (0.931V) had a hole through the case, consistent with exposure to air and discharge from multiple start attempts. No evidence of preimpact battery failure was found; the corrosion in the battery box was from a previously installed battery.
Additional Information
The aircraft's electrical system required power for fuel transfer to the header tank and for emergency procedures such as engine failure, emergency descent, maximum glide configuration, and landing emergencies. The investigation referenced FAA Advisory Circular 43.13-1B, which emphasizes the importance of electrical system reliability and proper maintenance, including inspection for corrosion, loose connections, and damaged wiring.