N321LC

1.0 HISTORY OF FLIGHTOn February 03, 2012, at 0856 mountain standard time, an experimental amateur-built Lancair IV-TP, N321LC, impacted terrain following a loss of control while on the initial takeoff climb from Gowen Field, Boise, Idaho. The airline transport pilot, the sole occupant, was fatally injured, and the airplane was destroyed. The airplane was owned and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The local personal flight was originating from Boise when the accident occurred. Visual meteorological conditions prevailed and no flight plan had been filed.

Numerous witnesses located at the airport observed the airplane on an initial rejected takeoff and on the subsequent accident flight. A majority of them stated that, during the initial rejected takeoff, the airplane departed 10R and climbed to about 5 to 10 feet (ft) above ground level (agl) before touching back down on the runway. The pilot taxied back toward the west end of the airport. Shortly thereafter, the airplane departed 10R again and climbed to about 100 to 200 ft agl. It then began to roll to the left while rapidly losing altitude. The airplane completed about one revolution and impacted terrain in a nose-low attitude. The airplane came to rest in a dirt area between runways 10R and 10L, and a fire started upon impact. Airport personnel responded to the accident and extinguished the fire with a fire suppressant.

The Boise Air Traffic Control (ATC) Facility provided the recorded radio communications between the pilot and controllers. The pilot was initially cleared onto runway 10R and instructed to "line up and wait." About 1 minute later, he was cleared for a departure to the south, and the airplane took off from the 9,760 ft long runway about 0846:38. He transmitted to the controller 40 seconds later that he was going to "land here and stop… we got… we got a problem." An ATC controller asked if he needed any assistance to which he responded by saying, "negative, I'm going to taxi back and see if I can figure it out." About 9 minutes later, he told the controller that he would like to depart and stay in the traffic pattern for a "couple laps." The tower controller cleared the pilot for takeoff at 0854:40, and at 0855:44, the pilot made his last intelligible transmission when he requested that he would "like to turn back in and…uh…land… coming back in…uh…three." An indiscernible transmission was made 9 seconds later that may have been the pilot saying "Boise."

Flight track data recorded from the airplane's onboard global positioning system (GPS) by the onboard Aerosonic Op Technologies Electronic Flight Instrumentation System (EFIS) was extracted from compact flash memory cards recovered from the wreckage. The EFIS data consisted of 23 parameters with 1 sample taken every 5 to 7 seconds. The recorded data covered the last 14 start cycles of the EFIS, and the last start cycle included data from the accident flight and the rejected takeoff immediately preceding the accident flight. The EFIS data for the last start cycle spanned from 0838:03 to 0856:00, or 25 minutes 57 seconds, with the airborne portion of the accident flight consisting of the last 28 seconds, from 0855:32 to 0856:00. Comparing the times of the pilot's radio transmissions (as recorded in the ATC transcript) to the times of events recorded in the EFIS data revealed that the ATC transcript time lags the EFIS time by about 23 seconds. The EFIS times are used in this report, and the times of radio transmissions recorded in the ATC transcript have been adjusted accordingly (by subtracting 23 seconds).

A review of the data (see Figures 01 and 02 in the public docket) revealed that after the engine started at 0838:39, the airplane made a continuous taxi (as indicated by variations in groundspeed and heading) from 0844:18 to 0846:07, at which point the nose was aligned with the runway heading (around 100 degrees). From 0846:07 to 0846:32, the airplane remained stationary on the centerline about 270 ft from the approach end of the runway with the torque delivered to the engine shaft (Q) remaining around between 13 to 14 percent, consistent with an idle setting.

The airplane began the takeoff roll at 0846:32 and became airborne about 0846:59. The airplane climbed 60 ft over the next 10 seconds to 2,845 ft msl, which was the highest attained altitude on that flight and corresponded to about 3,900 ft from the arrival end of the runway, which equates to about 40-percent down the runway with 5,860 ft remaining. At this time, 0847:09, the airplane had reached 108 kts (the highest airspeed of the flight); the pitch attitude had decreased from 8.1 to 4.4 degrees nose-up; the Interstage Turbine Temperature (ITT) had decreased from 581 degrees to 376 degrees Celsius (C); Q had dropped from 89.6 to 13 percent; and fuel flow dropped from 56 to 20 gph. The pilot transmitted that he was going land, and the airplane touched down around 0847:21. The pilot made a right turn to the south to exit onto taxiway D. The airplane continued northwest along taxiway B, made a turn west to taxiway F, north onto taxiway J, and taxied on the ramp toward the pilot's hangar.

When the airplane was adjacent to the hangar (about 175 ft north of the hangar door), the pilot maneuvered to have the nose on a heading of about 060-degrees. From about 0852:25 to 0853:51, the airplane was stationary, and it is unknown what the pilot's actions were during that 1 minute 26 second period. The engine parameters indicated that the propeller rotation speed (Np) fluctuated from about 1,140 rpm, down to 490 rpm, and then up to 1,614 rpm, which corresponded to Q values of about 14, 29 and 34 percent, respectively.

Thereafter, the pilot taxied back to runway 10R (a 1 minute 4 second trip to the hold-short line) and turned on the centerline about 110 ft from the arrival end of the runway, where the arrival threshold makings were located. The airplane began the takeoff roll at 0855:14 and became airborne about 18 seconds later at 0855:32, which corresponds to being positioned about 1,780 ft from the arrival end of the runway (see Figure 02 in the public docket). Immediately after becoming airborne, between 0855:32 and 0855:44, the fuel pressure dropped from 26 to 15 psi and then to 14 psi; fuel flow increased from about 54 to 65 gph; the airspeed increased from 99 to 104 kts; and Q increased from 104 to 113 percent torque.

At 0855:44, the pilot made his request to turn back to land, and the data began to show significant changes in the recorded parameters at this time. The airplane was in a 12-degree nose-up pitch attitude and had climbed to about 205 ft agl, corresponding to about 4,150 ft from the arrival end of the runway and about 200 ft right of the runway's centerline. The airplane rolled from 1.7 degrees right to 1.6 degrees left; the airspeed increased from 124 to 132 kts; the fuel flow decreased from 65 to 56 gph; the fuel pressure increased from 14 to 31 psi; Q decreased from 113 to 66 percent; and a drop in Np of about 70 rpm was recorded.

The airplane continued to climb for 10 seconds until 0855:54, when it reached about 320 ft agl, the highest altitude attained during the flight. The data revealed that at this point, the airplane was in a 16-degree bank to the left, and it continued to roll to 49 degrees within 6 seconds. Additionally, Q had reduced to 16 percent; ITT dropped to 379 degrees C, the lowest during the entire flight; fuel flow had reduced to 19 gph; the fuel pressure remained around 32 psi; and the gas generator speed (Ng) had reduced to around 62 percent. The last 4 data points, encompassing the last approximate 16 seconds of the flight, revealed that the heading changed from 107 to 21 degrees, with Q decreasing from 16 to 14 percent. The accident site was located about 400 ft north of the last recorded position.

1.1 PERSONNEL INFORMATION

A review of Federal Aviation Administration (FAA) airman and medical certification records revealed that the pilot, age 51, held an airline transport pilot certificate with category ratings for multiengine land, multiengine sea, and single-engine land airplanes. His certificate was endorsed with a type rating in the Cessna Citation (A/CE-500 and 525S), and he was authorized to act as pilot-in-command in the experimental Hunter Viperjet. He additionally held a private pilot certificate with a single-engine sea airplane rating. The pilot's most recent first-class medical certificate was issued January 2011, with no limitations.

The pilot's personal flight records were not recovered. On his last application for a medical certificate the pilot reported a total flight time of 3,600 hours.

1.1.1 Lancair Familiarity/Experience

The pilot's brother recalled that in August the pilot had looked at and considered purchasing a Lancair IV-TP, but decided against that specific airplane because it was "rough" in appearance. In December, the pilot told his brother that he had found the accident airplane in North Carolina and had been looking for a Lancair IV-TP for several months in an effort to make quick/fast flights. The pilot had written a series of emails trying to determine how to acquire insurance and was told that to obtain insurance he would need to complete a training program for Lancairs, despite his flight experience in turbine high-performance airplanes. The facilities that provide such training reported that they did not receive any inquiries about training from the pilot.

The recorded EFIS data, which included data from the multifunction display (MFD) and primary flight display (PFD) were used to estimate the pilots' total flight time in the Lancair. The pilot received delivery of the airplane on December 31, 2011, and then it was fueled twice on January 3, 2012, first with 43 gallons and then later in the day with 61 gallons. The MFD indicated the airplane was flown in Boise about 40 minutes on December 31 and abo...