Background
On September 3, 2014, about 1522 eastern daylight time, an experimental amateur-built Lancair IV-P, registration N541EM, was substantially damaged when it impacted an open field within an industrial park near Ooltewah, Tennessee. The airplane had departed from McGhee-Tysons International Airport (TYS), Knoxville, Tennessee, at 1451, en route to Jackson-Medgar Wiley Evers International Airport (JAN), Jackson, Mississippi. Day visual meteorological conditions prevailed, and an instrument flight rules flight plan had been filed. The commercial pilot was fatally injured. The business flight was conducted under 14 CFR Part 91.
Flight History
Radar and voice communication data from the FAA Air Route Traffic Control Center revealed that the pilot initially reported being at 11,000 feet and requested to deviate right for weather. The airplane then leveled at its filed cruising altitude of 16,000 feet mean sea level (msl). Shortly after reaching cruise altitude, the pilot reported difficulty holding altitude, descended to 15,000 feet msl, and reported engine problems followed by instrument problems. The pilot requested diversion to Chattanooga-Lovell Field (CHA), Chattanooga, Tennessee. At 1513, the pilot reported a loss of engine power, with the radar return indicating 6,000 feet msl about 7 miles north of Collegedale Municipal Airport (FGU). The pilot then reported oil covering the windshield and an inability to see, followed by statements that a forced landing was imminent. The last recorded radar transponder return was about 2 nautical miles north of FGU, near the accident location.
Pilot Information
The pilot held a commercial pilot certificate for airplane single-engine land, multiengine land, and helicopter, with instrument ratings for airplane and helicopter. A second-class medical certificate was issued on July 1, 2014. According to the pilot's flight logbook, the most recent entry was dated August 21, 2014, with a total flight experience of 2,811.5 hours. The most recent flight review was conducted on April 28, 2014. The pilot had 577.1 total hours of flight experience in the accident airplane make and model.
Aircraft Information
The airplane was issued a special airworthiness certificate on March 13, 2000, and was registered to Empire Equipment LLC on July 2, 2007. It was equipped with a Continental Motors TSIO-550 E3B engine. The propeller was an MTV model 14-D/4 Blade. An annual inspection on the airframe and engine was completed on August 13, 2014, at a tachometer time of 1741.6 hours. The propeller was removed, overhauled, and reinstalled on June 17, 2014; the propeller maintenance records indicated an overhaul on June 13, 2014. The propeller was inspected on August 13, 2014, and considered airworthy.
Wreckage and Impact
The airplane came to rest on its belly with the landing gear retracted. The initial impact point was a ground scar from the left wing; the main wreckage came to rest 108 feet 8 inches from that point. The nose impacted 16 feet 4 inches from the initial point. The debris field was on a 202-degree heading, and the airplane came to rest on a 015-degree heading. A composite piece of the tail was located about 510 feet on a magnetic heading of 036 degrees from the initial impact point. Security video showed the airplane impacting in a left-wing-down, slightly inverted attitude, followed by nose and right wing impacts. A mist consistent with fuel spray from the breached right fuel tank was observed.
Post-Accident Examination
Examination of the cockpit revealed the ignition switch in the "BOTH" position (key broken), turn and bank indicator showing a left bank, fuel selector on the right tank, throttle/mixture/propeller controls full forward, landing gear lever up, and flaps retracted. The propeller flange was intact, but the propeller was initially missing; it was later found about 8 miles north. The propeller hub had separated from the crankshaft due to failure of six hub-mounting bolts, with one bolt missing. Fracture surfaces showed features consistent with reverse bending fatigue and overstress. The engine exhibited crush damage to the oil pan; rotation was limited. Cylinder No. 5 showed connecting rod and bearing damage consistent with oil starvation. The crankshaft gear had missing teeth and heat signatures indicative of oil distress. The propeller governor showed impact damage but no preimpact malfunctions. Electronic devices, including a tachometer, recorded data indicating a loss of oil pressure and engine speed prior to impact. The torque wrench used during propeller installation was tested and found to be within tolerance.
Medical and Pathological Information
An autopsy performed on the pilot determined the cause of death as multiple blunt force injuries. Forensic toxicology testing detected no ethanol, carbon monoxide, or drugs of abuse.