History of Flight
On September 6, 2012, at approximately 1245 central daylight time, a kit-built Lancair IV experimental airplane, N1126V, was substantially damaged when it impacted terrain during a go-around at the Winnsboro Municipal Airport (F89), Winnsboro, Louisiana. The airline transport pilot sustained fatal injuries. The airplane was registered to and operated by a private individual under 14 Code of Federal Regulations Part 91 as a test flight. Visual meteorological conditions prevailed, and the flight was operated without a flight plan. The local flight originated about 1100.
According to a colleague, the pilot arrived at the airport around 1030 and fueled the airplane with 29 gallons of fuel. The pilot intended to depart with full fuel and fly in straight and level flight for 1 hour to calibrate the fuel system. The airplane was returning to the airport when the accident occurred.
Several witnesses reported hearing an increase in engine rpm consistent with a go-around. Two witnesses observed the landing gear retracting. The airplane flew north to south directly over runway 18. Witnesses then heard a loss of engine power and saw the nose rise and drop. The airplane impacted the grass about 800 feet south of the departure end of runway 18.
Personnel Information
The 67-year-old pilot held an airline transport pilot certificate with airplane single- and multiengine land ratings and multiple type certificates. He was issued a third-class medical certificate on August 21, 2012, with the limitation "Not valid for any class after 08/31/2013." One pilot logbook was found; it documented flights from 1964 to 1969 and four flights from June 16, 2012 to September 5, 2012, all in the accident airplane make/model. The pilot had logged about 12 hours in that make/model, with 3 hours 20 minutes in the accident airplane. Total flight time was estimated at 14,000 hours, with 25 hours in the previous 6 months.
Aircraft Information
The experimental amateur-built airplane, a Gooch Lancair IV (serial number L2K289), was manufactured by the pilot and registered on a special airworthiness certificate for experimental operations. It was powered by a Continental Motors TSIO-550-E1B engine rated at 350 horsepower at 2,700 rpm, with a Hartzell three-blade propeller. Two fuel tanks each held 46 gallons. The airplane was maintained under a condition inspection program; maintenance records were not located. The airplane entered Phase I testing on August 2, 2012, and had been test flown by an experienced test pilot, who reported normal flight characteristics but noted difficulty with the fuel selector valve, recommending it be reworked or replaced.
Meteorological Information
The closest official weather station was Monroe Regional Airport (KMLU), 28 nautical miles northwest. A METAR at 1253 reported wind calm, visibility 10 miles, clear sky, temperature 34°C, dew point 24°C, altimeter 29.92 inches. The density altitude was calculated as 2,600 feet.
Wreckage and Impact Information
The accident site was south of runway 18 in level, grassy terrain at 79 feet elevation. The airplane impacted on a magnetic heading of 180 degrees. Debris extended about 70 feet from the initial ground scar to the main wreckage. Four ground scars were documented, with dirt displaced south. Grass discoloration consistent with fuel blighting extended 68 feet south. The main wreckage came to rest upright on a heading of 010 degrees, 800 feet south of the runway end. The right wing separated; the right flap was positioned about 1 inch from fully extended. The left wing remained partially attached; the left flap appeared retracted. Both speed brakes were covered with silver tape. Landing gear were retracted and secured. The fuel selector was on the right tank, throttle full forward, mixture full rich, propeller mid-range. Engine examination revealed impact damage but no pre-impact anomalies; spark plugs showed normal operation. The propeller blades were bowed aft with leading edge polishing and scratches.
Medical and Pathological Information
An autopsy performed on September 7, 2012, concluded the cause of death was multiple injuries and the manner was accident. Toxicological tests detected citalopram, clopidogrel, metoprolol in blood; atorvastatin, citalopram, metoprolol, desmethylcitalopram in liver. Tests for cyanide and ethanol were negative; specimens unsuitable for carbon monoxide analysis. The pilot's FAA medical file showed a history of cardiac and psychiatric disease, including post-traumatic stress disorder, dysthymic disorder, major depressive disorder, personality disorder, hypertension, and coronary artery disease requiring bypass surgery in 1994. He had been denied medical certification several times but received a special issuance third-class medical certificate on August 21, 2012.
Additional Information
Engine Examination
The engine was further examined in Mobile, Alabama. Dye penetrant revealed multiple cracks in the propeller flange, which was bent 0.187 inches. All six cylinders showed normal operation signatures. The oil sump had RTV along the gasket. Fuel injector nozzles were free of contamination. Both magnetos produced blue sparks on test bench. The engine-driven fuel pump functioned within design parameters. No pre-impact anomalies were found that would have prevented engine operation.
Fuel Selector Valve
The fuel selector valve (part number FU560) was retained for examination. It was found positioned to the right tank and was very stiff and difficult to rotate. Internal examination revealed swollen O-rings on the internal spindle, consistent with Lancair Service Bulletin SB020-894, which noted swelling could cause rotational stiffness and recommended O-ring replacement.