History of Flight
On March 31, 2013, at 1250 eastern daylight time, a Lancair LC42-550FG, N6506L, collided with trees and terrain during a forced landing after a loss of engine power near Smith Reynolds Airport (INT), Winston-Salem, North Carolina. The commercial pilot and pilot-rated passenger were fatally injured. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the personal flight that originated from Wilkes County Airport (UKF), North Wilkesboro, North Carolina, at 1230, and was destined for Warren Field Airport (OCW), Washington, North Carolina. The flight was conducted under 14 CFR Part 91.
According to the Federal Aviation Administration, the flight climbed to 5,000 feet. At 12:46.34, the pilot declared an emergency and reported low fuel pressure and that the engine was quitting. The air traffic controller vectored the airplane toward INT. During descent, the pilot reported smoke in the cockpit and that the engine was barely producing power. The last transmission indicated the airplane was about 6 miles from INT. Witnesses reported hearing the engine sputter or seeing the airplane just above trees with the propeller not rotating. One witness observed a blue object explode after hitting the ground.
Personnel Information
The pilot held a commercial pilot certificate with single-engine land and instrument ratings. Her most recent FAA third-class medical certificate was issued December 2, 2011, reporting 800 total flight hours. Logbook examination revealed about 963 total hours, with 291 in the accident make and model.
The pilot-rated passenger held a private pilot certificate with single-engine land and instrument ratings. His most recent third-class medical was issued November 19, 2010, with 300 total hours reported. His logbook was severely fire- and water-damaged; total hours were estimated at about 460, with last entries from December 2012.
Aircraft Information
The 2003 Lancair LC42-550FG was a pre-molded composite, four-seat, single-engine, low-wing, tricycle-gear airplane certified in the utility category. It was powered by a Continental IO-550N, 310-horsepower engine. Its most recent annual inspection was completed July 26, 2012, at 1,088 aircraft hours. Subsequent maintenance included oil changes, alternator replacements (two), and a starter adapter change, with engine runs and leak checks performed. The most recent run and leak check was February 11, 2013. Previous owner repairs addressed oil leaks, including pushrod tubes, rocker covers, sump gaskets, a front crankshaft seal, and replacement of cylinders Nos. 1, 2, and 5. In July 2012, the left magneto oil seal was replaced due to leakage.
Meteorological Information
At 1254, INT reported an overcast ceiling at 800 feet, visibility 7 miles, temperature 13°C, dew point 11°C, and winds from 240° at 7 knots.
Wreckage and Impact Information
The accident site was on flat, wooded terrain in a residential area about 3 miles west of INT. All major components were accounted for. The wreckage path was about 400 feet long, oriented 078° magnetic. Initial impact was in a tree top about 50 feet above ground. The cockpit, cabin, and engine compartment were consumed by postcrash fire. The main wreckage rested on its left side. Control continuity could not be determined due to fire damage; flight control components showed overload fractures. The engine remained attached; propeller blades had aft bending and spanwise scratching. The engine was severely damaged; the oil sump was burned away, and the case had holes from internal and external impact. No on-site engine examination was conducted due to damage and composite hazards. The tail section separated and showed impact and fire damage. No oil streaking was identified due to fire destruction.
Medical and Pathological Information
Autopsies performed by Wake Forest University School of Medicine determined each occupant died from multiple injuries. FAA toxicological testing of the pilot was negative for drugs, alcohol, and carbon monoxide.
Tests and Research
The engine was examined at the manufacturer's facility with NTSB oversight. It showed significant impact and thermal damage, with a breached crankcase above cylinders No. 4, 5, and 6. Disassembly revealed connecting rod, bearing cap, piston skirt, and hardware fragments in the oil sump. Connecting rods for No. 1 and 2 were intact but thermally discolored; their bearings showed lubrication distress. Connecting rods for No. 3, 4, 5, and 6 were separated from the crankshaft; No. 6 was not recovered.
The airplane was equipped with Avidyne Multi-Function Display (MFD) and Primary Flight Display (PFD), analog engine instruments, and analog flight instruments. The PFD and MFD were examined in the NTSB Vehicle Recorders Laboratory. Despite fire damage, memory flash chips were recovered and data downloaded. Engine parameters graphed included rpm, exhaust gas temperature, cylinder head temperature, fuel flow, and oil pressure. Flight parameters such as autopilot states, attitudes, and accelerations were also plotted.
Data showed departure at 12:30:00; last valid GPS point at 12:49:14. Around 12:38:40 during climb, oil pressure began a steady decline. At 12:40:12, oil pressure dropped below 30 psi (normal range 30–60 psi). At 12:42:28, it dropped below 10 psi. At 12:46:00, exhaust gas temperatures and rpm dropped to zero. The airplane maintained heading, airspeed, and altitude for about 6 minutes with oil pressure below normal, and about 3.5 minutes below minimum allowable pressure. At the time oil pressure decayed below 30 psi, the airplane was about 16 miles east of UKF and 2 miles south of Elkin Municipal Airport.