Accident Narrative
On June 29, 2025, at 10:49 eastern daylight time, an experimental, amateur-built Lancair 360, registration N360RF, was destroyed in an accident near Zeeland, Michigan. The private pilot, who was the sole occupant, was fatally injured. The flight was conducted as a personal flight under Title 14 Code of Federal Regulations Part 91.
According to a witness, the pilot taxied to the fuel service station and added fuel to the airplane shortly before the accident. After fueling, the airplane was observed taking off from runway 20. Shortly after rotation, the airplane began to roll to the left, and the roll continued until the airplane reached a steep bank angle. Subsequently, the nose pitched down, and the airplane impacted terrain to the east of the runway. A postimpact fire ensued.
Wreckage and Impact Information
The initial impact point was approximately 100 feet east of the runway centerline. A crater about 12 feet from the initial impact point contained the propeller, starter ring gear support, and multiple pieces of plexiglass and composite material. The main wreckage area was located approximately 40 feet from the initial impact point and contained the engine, cockpit, fuselage, both wings, and the empennage. The post-impact fire consumed most of the airframe, and the engine displayed heavy thermal damage. All major airplane components were accounted for at the accident site.
Flight Control Examination
Examination of the flight controls revealed that continuity for the rudder was established from the rudder bellcrank to the rudder pedal attach brackets for both left and right rudder controls. One of the left rudder cables was found with an unsecured Nicopress compression sleeve. At the time of examination, the compression sleeve was approximately 5 inches from the left rudder pedal attach bracket and showed no signs of being compressed to secure it to the rudder cable.
The right aileron remained attached and was thermally damaged. Its control tube and bellcrank were intact and capable of movement. The control tube from the aileron bellcrank to the idler bellcrank was thermally damaged, but the rod end remained attached with secure hardware. The right idler bellcrank was partially melted, and the control tube to the cockpit was mostly destroyed, though both rod ends were secured.
The left aileron was also attached and thermally damaged. All aluminum portions of its control tubes and bellcranks were thermally destroyed, but all rod ends remained and were located at their respective positions. The rod ends at the aileron and cockpit were secured; the other four rod ends were found at destroyed bellcrank locations, each with attaching hardware secure.
Both elevators remained attached to the elevator bellcrank and showed thermal damage. The elevator control rod from the bellcrank to the idler bellcrank was attached at the bellcrank, while the tube was thermally damaged near the idler. The idler bellcrank was destroyed, leaving only its support. The control tube from the idler to the control sticks torque tube was completely melted except for two rod ends: one near the idler support with secure hardware, and the other secured to the control torque tube.
Both flaps were thermally damaged, with melted attachment hinges, and were found adjacent to their original installation points. The flap torque tube was thermally damaged, and the flap actuator bellcrank was destroyed. Both flap actuating rods remained attached to the torque tube, with bolts and nutplates still attached to the rod ends.
Engine and Propeller Examination
The engine remained attached to the airframe through its mounts, cables, wires, and hoses. It was thermally damaged from the postimpact fire. The crankcase was intact with no visible signs of catastrophic internal failure. The propeller flange was impact-separated from the crankshaft and remained attached to the propeller. The top spark plugs were removed, and their electrodes displayed normal wear and operating signatures.
The propeller was found in the crater near the initial impact point, mostly buried in soil. Both propeller blades remained within the hub and could not be moved. Blade "A" displayed leading edge gouging, chordwise scratches, and minor twisting deformation. Blade "B" displayed leading edge gouging, chordwise scratches, and minor aft bending and twisting deformation.
The wreckage was retained for further examination.