History of Flight
On January 9, 2015, about 1313 Pacific standard time, a Lancair 320, registration N7ZL, impacted terrain shortly after takeoff from Van Nuys Airport (VNY), Van Nuys, California. The commercial pilot, the sole occupant, sustained fatal injuries, and the airplane sustained substantial damage. The airplane was operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight was destined for Scottsdale Airport (SDL), Scottsdale, Arizona.
The pilot contacted VNY ground control about 1308 and requested taxi from the northwest side of the airport to runway 16R. After taxi, he contacted the control tower and requested takeoff. The tower controller cleared the flight for takeoff about 1311, instructing the pilot to fly straight ahead to highway 101 and stay below 2,000 ft if flying to Burbank. About 1313, the pilot reported very quickly but not very clearly, "I have an engine failure I think, N7ZL." The tower controller issued the current altimeter setting and attempted to contact the pilot but received no further transmissions. The airport's crash response team was immediately alerted.
Several witnesses reported that, shortly after takeoff, when the airplane was about 400 ft above ground, they heard the engine "pop" at least twice, sputter, and then go silent. The airplane continued straight, then turned right. The airplane appeared to be very slow when the right wing and nose dropped. The airplane started to spin and impacted a nearby street in a nose-low attitude.
Personnel Information
The pilot, age 47, held an air transport pilot certificate for airplane multiengine land and helicopters issued on November 18, 2011, and a commercial pilot certificate for single-engine land. He also held an instrument rating and flight instructor certificates for airplane single- and multi-engine land, helicopter, and instrument. Additionally, he held an airframe and powerplant mechanic certificate issued on February 1, 2012. His first-class medical certificate was issued on December 4, 2014, with the limitation that he must have available glasses for near vision. During his most recent medical examination, the pilot reported 2,349 total flight hours, with 150 hours in the previous 6 months.
Aircraft Information
The four-seat, low-wing, tricycle-gear airplane, serial number 137, was manufactured in October 1996. It was powered by a Lycoming IO-320 BIA 160-horsepower engine and equipped with a Hartzell Propeller Inc. model AC-F24L-1BF controllable-pitch propeller. The maintenance logbooks were not located for examination. The tachometer and Hobbs meter were electronic, and damage precluded determining current readings.
The airplane's last known refueling occurred on January 5, 2015, at Flagstaff Pulliam Airport (FLG), Flagstaff, Arizona, when 28.2 gallons of fuel was added. The airplane was fueled during its last known flight before the accident, during which the pilot took off from SDL, stopped at FLG for fuel, and finished the flight at VNY. The total amount of fuel on board at the time of the accident was not determined.
The airplane was equipped with a GRT Avionics Horizon HX electronic flight instrument system (EFIS). The Horizon HX has a flight data recording function that requires enabling and a USB drive for data recording. The device was examined at the NTSB recorders laboratory; it powered on normally but the data recording feature was inactive, so it contained no pertinent accident information. The Horizon HX has a low fuel alert, programmable by the pilot or mechanic, which displays a notification on any screen until acknowledged.
Meteorological Information
At 1251, the VNY weather reporting station reported wind from 090 at 5 knots, visibility 10 statute miles, clear skies, temperature 21°C, dew point 4°C, and an altimeter setting of 29.97 inches of mercury.
Wreckage and Impact Information
The airplane came to rest at one corner of two intersecting streets. Telephone and power lines crossed all four corners, but none appeared damaged, and no striations were observed on the airplane. The airplane was oriented to the southeast. The first identified point of contact was an impact crater in the street asphalt. Engine cowling and white paint transfer marks, almost parallel to the final wing orientation and approximately wingspan length, were found adjacent to the crater. The main wreckage was about 34 ft east of the crater; the area between was covered with a sticky, dark-colored fluid. The cockpit area was destroyed, seats fully exposed, and seat belts were not latched. The throttle and mixture controls were full in.
Both wings remained attached; the right wing leading edge was split along its entire length, and the inboard two-thirds of the left wing was split. Paint on both leading edges was chipped. Fuel caps for both wings and the header tank were in position and secure. All three tanks had been breached; no fuel remained, but a narrow stream of fluid smelling like gasoline and engine oil was in the gutter. The tail section was fractured and separated circumferentially just forward of the vertical and horizontal stabilizers. The rudder and elevators remained attached at all hinges.
Additional Information
A friend of the pilot reported that the pilot would often text him upon arriving at the airport about 1230. On the accident day, he received a text at 1249. The friend said the pilot seemed in a hurry that day because he was supposed to have returned to SDL the previous day. The friend later found out that the pilot and his wife had argued about it. The friend stated that the pilot conducted most of his own maintenance and had recently become conscious about where he purchased fuel. Based on the tower controller's direction to stay below 2,000 ft if flying Burbank, the friend believed the pilot was flying to Whiteman Airport (WHP), about 5 nautical miles from VNY, known for cheaper fuel. Flying from VNY to WHP requires contacting Burbank air traffic control.
E-mail traffic between 1249 and 1311 showed nine messages, three sent by the pilot. In messages just prior to takeoff, the pilot mentioned he was very confused about the discussion.
Medical and Pathological Information
The County of Los Angeles Department of Medical Examiner-Coroner conducted an autopsy; the cause of death was reported as "multiple blunt traumatic injuries." The FAA's Civil Aerospace Medical Institute performed forensic toxicology. Doxylamine (0.388 ug/ml, ug/g) was detected in the pilot's blood. Doxylamine is a sedating antihistamine found in over-the-counter cold and allergy products and sleep aids. The usual therapeutic window is between 0.050 and 0.150 ug/ml. Doxylamine undergoes significant postmortem redistribution; postmortem levels in central blood may be three times higher than peripheral blood. Tolerance to its effects is less likely than for some other sedating antihistamines, and the drug causes some degree of psychomotor slowing.
Tests and Research
The cabin area was heavily fragmented, but the instrument panel remained relatively intact and connected to the firewall. Flight control continuity was established from the cabin controls to their respective surfaces. The fuel system was traced from wing tanks to the center forward cabin, where it was fracture-separated and fragmented. The fuel selector plate and two arms, apparently part of the fuel selector, were found loose in the cabin. One fuel selector body was found with one open end containing a one-way check valve and one fractured rod end.
The engine examination showed no evidence of catastrophic malfunction or preimpact fire. The crankcase's nose section sustained heavy impact damage, preventing hand rotation of the crankshaft. Holes were drilled into the case, and borescope examination revealed no internal mechanical malfunction. The induction system and fuel injection servo sustained heavy crush damage; the throttle and mixture controls remained secured to their arms. The fuel pump was displaced from its mounting pad; disassembly showed no flow obstruction or internal malfunction. The fuel flow divider remained secured. The left magneto produced sparks at all four posts when rotated; the right magneto was an electronic ignition system and could not be tested. The ignition harness was destroyed. Spark plugs were removed and exhibited wear patterns consistent with normal operation.