History of Flight
On March 8, 2014, at about 1858 eastern standard time, an experimental amateur-built Lancair IVP, registration N724HP, was substantially damaged when it impacted terrain near Hartsville, South Carolina. The private pilot/owner/builder and two pilot-rated passengers were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 CFR Part 91. The flight originated from Darlington County Jetport (UDG), Darlington, South Carolina.
Witnesses reported that the pilot had been experiencing problems with the airplane's landing gear system and had been receiving a "gear unsafe" indication. Earlier that day, a witness saw the pilot/owner working on the airplane, who stated he was troubleshooting an electrical problem.
The pilot/owner and a pilot-rated passenger departed UDG, flew locally, and landed at Hartsville Regional Airport (HVS). At 1510, the pilot/owner refueled with 50 gallons. At about 1610, he took off alone and returned to UDG. At approximately 1740, he departed UDG on the accident flight with two pilot-rated passengers.
At about 1819, a relative received text messages asking them to come to HVS because the landing gear would not extend. At 1836, a second message requested to "Call 911." A witness observed the airplane pass by numerous times at low altitude over about 15 minutes. On the last pass, he heard the engine running and saw the airplane fly over HVS at 600-700 feet above ground level. The airplane then banked sharply left, pitched nose-up about 25 degrees, descended rapidly in a nose-high attitude, and disappeared from sight. Moments later, an impact sound and large fire with smoke were observed.
Personnel Information
During victim recovery, it was determined that both pilot-rated passengers were in the front seats and the pilot/owner was in the left rear seat.
Pilot/Owner (age 61): Held a private pilot certificate with single-engine land rating and a repairman experimental aircraft builder certificate. His most recent FAA third-class medical application was dated February 8, 2012, with no flight experience reported. In a 2006 application, he reported 1,600 total hours with 20 in the previous six months. His logbook showed about 441 hours as of June 5, 1999, with no entries after that date. His most recent flight review was completed on September 25, 2004.
Left Front Seat Pilot (age 75): Held a private pilot certificate with single-engine land rating. His most recent FAA third-class medical application was dated March 11, 1991, reporting 200 total hours with none in the prior six months.
Right Front Seat Pilot (age 29): Held a private pilot certificate with single-engine land rating. His most recent FAA third-class medical application was dated June 13, 2012, reporting 100 total hours with none in the prior six months.
No evidence suggested that either front seat pilot had previous flight experience in the accident airplane make and model.
Aircraft Information
The accident aircraft was a kit-built, four-seat, low-wing, pressurized composite airplane with retractable tricycle landing gear. It was designed for a Continental TSIO-550 engine (350 hp) and a three-blade propeller. The pilot/owner modified it by installing a Walter M601D turboprop engine producing 724 shaft horsepower, driving an Avia V 508D, 99-inch diameter, three-blade constant-speed propeller (22 inches larger than the kit manufacturer's recommended maximum of 77 inches). In this configuration, the airplane could cruise over 300 knots at up to 30,000 feet.
The kit was purchased on March 13, 1992, by Task Research Limited, transferred to Mogollan Custom Aircraft on August 14, 1993, and to the pilot/owner on June 25, 2001. On May 17, 2002, the pilot/owner certified he fabricated and assembled the airplane. On July 23, 2002, he installed the Walter engine. On September 3, 2002, after about 40 hours of test operation, he declared the airplane safe. The last annual inspection entry was on September 30, 2004, at about 136 total hours. On October 26, 2004, the airplane was involved in an accident (NTSB case ATL05LA012) at Sylvester, Georgia. After repair, no maintenance logbook entries for that repair or engine replacement were found.
Meteorological Information
At 1855, weather at Hartsville Regional Airport (HVS), about 1 nm north-northwest of the accident site, recorded calm winds, 10 miles visibility, clear sky, temperature 15°C, dew point 7°C, and altimeter 30.04 inHg.
Wreckage and Impact Information
The airplane struck two trees before ground contact and came to rest next to a row of trees. Wood pieces with propeller strike marks were present. Postcrash fire occurred; no preimpact structural failure was found. Extended-range fuel tanks (about 110 gallons capacity) were installed. Wing flaps were up. Flight control continuity was established through tensile overload breaks.
Propeller showed S-bending, leading edge gouging, and chordwise scratching. Engine examination via borescope revealed rotational scoring and reverse bending on multiple turbine blades.
Landing gear handle was down, but nose gear was up. Left and right main gear were partially extended; left main leg was fractured. Right main gear door was closed; left door was open during impact. The hydraulic power pack reservoir, designed to hold about 3 quarts, contained only about 10 tablespoons of fluid. The reservoir was intact with no leakage, but fire damage prevented determining hydraulic system integrity.
The right rear seat cushion was displaced, and an access panel beneath it, providing access to main gear actuators, had been removed. The panel had scratch and pry marks, and an open jackknife belonging to the left front seat pilot was found nearby.
Medical and Pathological Information
Autopsies performed at Newberry County Memorial Hospital Morgue listed causes of death as carbon monoxide poisoning and thermal injuries. Toxicological tests for basic, acidic, and neutral drugs were negative.
Tests and Research
Landing Gear System
The main landing gear consisted of gun-drilled tubular steel, retracted via rack and pinion gears driven by hydraulics. The nose gear (not original kit design) was a conventional air/oil oleo strut with internal shimmy damping, retracted by a separate hydraulic cylinder. Emergency extension used a dedicated gas strut. Landing gear doors operated through linkage and springs.
The landing gear and flap system were actuated by an electrically-driven hydraulic pump (power pack) with a 700 psi accumulator. System pressure was about 1100 psi when master switch on. An electrically operated solenoid pin locked the gear handle in down position; an airspeed sensor prevented gear retraction below about 65 knots.
Emergency Gear Extension
A hand pump was installed for backup. Procedure: reduce speed below 120 knots, pull gear motor solenoid circuit breaker, place gear handle down. The original nose gear would drop and lock via gas strut. However, the accident airplane's nose gear was about 36 inches long, designed by the pilot to clear the 99-inch propeller; it could not be determined if it would also drop and lock. Main gear would fall to a vertical (not fully down) position, then the hand pump could fully extend and lock it.
FAA Required Inspections
Experimental amateur-built aircraft operating limitations require a condition inspection (equivalent to annual) within the preceding 12 calendar months, performed per Appendix D to Part 43 or other FAA-approved program. This inspection must be recorded in aircraft maintenance records. The accident airplane's operating limitations also required an inspection program per 14 CFR 91.409(e)-(h), selected and approved by the FAA.
Lancair Pilot Operating Handbook
The kit manufacturer's suggested POH/AFM included guidance on hydraulic system servicing, annual condition inspections (including landing gear), and additional inspections at 25 and 100 hours. It recommended servicing the landing gear hydraulic reservoir every 100 hours. The handbook also contained emergency procedures, including for landing gear emergencies. However, the checklist produced by the pilot for the accident airplane contained only three sections: START, BEFORE TAKEOFF, and LANDING, with no emergency procedures listed.