Accident Overview
On October 26, 2015, at approximately 1237 central daylight time, an experimental, amateur-built Lancair Super ES impacted the waters of the Mississippi Sound near Pascagoula, Mississippi. The aircraft, previously registered as N808PX and bearing the number N817PR on the wreckage, was destroyed. The three occupants—the commercial pilot and two passengers—were not recovered.
The airplane was operated under Title 14 Code of Federal Regulations Part 91 and had departed Gulfport-Biloxi International Airport (GPT) around 1220, destined for Summerville Airport (DYB) in Summerville, South Carolina. Visual meteorological conditions prevailed at the departure airport, and no flight plan was filed.
Flight History
Earlier that day, the pilot flew to Ruston, Louisiana (RSN) to pick up one passenger, then to GPT for the second passenger. The purpose of the flight was to attend a business meeting in South Carolina. Before departure from GPT, the pilot informed air traffic control of an intention to take pictures locally and then continue to "Daytona Beach," later clarifying that the destination was DYB.
The airplane departed runway 14 at GPT, turned left northeast along the Gulfport shoreline, and climbed to 2,000 feet mean sea level. At about 1226, the pilot requested and was approved to terminate flight following. No further communications with air traffic control occurred. The transponder code changed to 1200, and a right turn to the southeast was observed.
The last radar return with an associated altitude was at 1234:37 at 2,800 feet msl. Primary radar targets continued to about 1237, showing a turn to the northeast and ending over the Mississippi Sound, approximately 10 miles south of Trent Lott International Airport (PQL), Pascagoula. The airplane's estimated groundspeed over the final 45 seconds was about 160 knots.
Wreckage and Recovery
Fragmented debris, including the rudder and a substantial portion of the vertical stabilizer, was found on a beach about 9 miles northwest of the last radar target and along other coastal areas. A section of the empennage was recovered in the water about 3 miles northwest of the last radar target. The wreckage was severely fragmented, and major components such as the engine and propeller were not recovered. An FAA inspector examined the debris but could not determine the preimpact mechanical condition of the airplane.
Aircraft Information
The four-seat, fixed-landing gear, composite airplane was equipped with a 310-horsepower Continental IO-550 engine. It had a special airworthiness certificate in the experimental category issued on October 9, 2003, and was purchased by the pilot through a limited liability company in August 2006. The most recent condition inspection was performed on March 17, 2015, at which time the aircraft had accumulated about 640 hours of operation. The registration number N817PR was not assigned to any airplane in the FAA database; the pilot's family confirmed the aircraft had previously been registered as N808PX.
Weather Conditions
At 1237, the weather at PQL was reported as wind from 110° at 15 knots with gusts to 25 knots, visibility 4 statute miles in light rain and mist, scattered clouds at 800 feet above ground level, broken ceiling at 1,200 feet, overcast at 2,100 feet, temperature 23°C, dew point 22°C, and altimeter setting 29.73 inches of mercury. Active weather advisories for convective activity and instrument meteorological conditions were in effect for the area near the airplane's last known position. According to a passenger's wife, the pilot intended to fly along the coast to avoid "the worst of the weather." A weather surveillance radar image from 1235 showed the airplane's flight track along the leading edge of light-intensity echoes (5 to 15 dBZ) and approaching heavy-intensity echoes (40 to 50 dBZ). No record of an official weather briefing for the flight was found.
Pilot Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. His logbook was not located, but a recovered flight log indicated 13 flights between June 28 and September 16, 2015, totaling 57.3 hours. On his most recent FAA medical application (September 26, 2014), he reported 4,441 total flight hours and no chronic medical conditions or recent medications. However, a review of personal medical records revealed a history of rheumatoid arthritis, hypertension, high cholesterol, a mood disorder, and severe coronary artery disease diagnosed in 2013 that required stents. He also had persistent angina, heartburn, and gastrointestinal bleeding diagnosed in January 2015. At the time of the accident, his prescribed medications included both non-impairing and potentially impairing substances. No autopsy or toxicology testing was performed as the pilot's body was not recovered.