N235MW

HISTORY OF FLIGHT

On April 14, 2012, about 1330 central daylight time, an experimental, amateur-built Lancair 235, N235MW was substantially damaged during a forced landing near Hudson, Kentucky. The private pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the Title 14 Code of Federal Regulations Part 91 personal flight, which departed from Rough River State Park Airport (2I3), Falls of Rough, Kentucky, destined for Bowman Field Airport (LOU), Louisville, Kentucky.

According to witnesses, approximately 2 months prior to the accident the pilot began to experience electrical issues with the airplane. This was first discovered by him when he went to extend the landing gear on one flight and the landing gear at first did not extend but after hesitating it then extended. This continued to occur every time he flew the airplane, so the pilot would shut off all non essential electrical equipment in the airplane before extending the landing gear and then turn the electrical equipment back on after the landing gear was extended.

On the morning of the accident, the pilot flew from LOU to have breakfast with some fellow pilots. On approach to 2I3, he went to extend the landing gear but, the electrical system failed and it would not come down. He then reached behind his seat, jiggled the airplane's battery cables and was able to restore electricity and lower the landing gear. Later when it was time to depart for LOU, he had someone "hand prop" the airplane for him. After it started he could not get the propeller which was electrically controlled and actuated to come out of coarse pitch (low rpm, cruise setting), so that he could take off. He then shut down, removed the battery from his airplane, and returned to LOU with another pilot.

Once back at LOU a friend lent him a battery charger. The pilot of the accident airplane then charged up two batteries and rode back to 2I3 in the friend's airplane.

The pilot of the accident airplane then installed one of the batteries in his airplane and stated that if he could get it started, he would fly it back to LOU with the landing gear down. His plan, if the radios and electrical system did not work, was for him and his friend to return as a flight of two to LOU.

His friend then advised him that if the airplane started but he did not get a positive indication on the "amp gauge" (ammeter) to "shut it down". The pilot then "blew him off".

The pilot of the accident airplane tried three times to start the airplane before it finally started. He then waved and gave a "thumbs up" to his friend. After taxing to the runway the pilot stopped the airplane for 6 to 7 seconds and then took off. Prior to the takeoff as the airplane made a turn on the taxiway fuel was observed to come out of the right wingtip vent.

His friend then took off, 3 to 4 minutes behind him, and when climbing through 1,700 feet above mean sea level, heard the pilot of the accident airplane ask over the radio if he was still on the frequency. His friend stated that he knew due to the accident pilot's regular phraseology that something was wrong and advised him that he was coming. They were talking on the Unicom frequency for 2I3 and the accident pilot was using a handheld radio rather than the aircraft radios.

The accident pilot stated that he was 1 to 2 miles south of Breckinridge County Airport (I93), Hardinsburg, Kentucky and was going to land in a field. His friend responded “I’m coming as fast as I can”. The pilot of the accident airplane then stated “I’m going in hard”. His friend could hear the emergency locator transmitter transmitting. He then circled the area a few times but could not see the accident pilot or airplane, so he landed at I93 and called 911.

According to a witness, just prior to the accident, he observed the airplane traveling southeast in a straight line. He could not hear any engine noise. It then disappeared behind a rise in the terrain and then reappeared. The airplane then climbed momentarily, turned right missing a barn, and then disappeared once again behind a rise in the terrain. Moments later the sound of impact was heard.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on July 18, 2011.

According to pilot records, he had accrued approximately 484 hours of total flight experience.

AIRCRAFT INFORMATION

The accident aircraft was a single engine, propeller driven, low wing monoplane of composite construction. It was assembled from a kit and was constructed of temperature cured prepreg E-glass skins over a high temperature honey-comb core.

The aileron and elevators were controlled through push-pull tubes. The rudder control was via stainless steel cables.

It was powered by a 4-cylinder, 118 horsepower, Lycoming O-235-L2C engine equipped with an Ellison EFS-3A throttle body fuel injection system, and a three bladed, MTV-7-F, constant speed, variable pitch propeller.

Range was 869 nm. The airplane could cruise at 182 knots, and would stall at 61 knots in the clean configuration (wing flaps up), and would stall at 48 knots with the wing flaps fully extended. It could climb at 1,550 feet per minute. Ceiling was 20,000 feet. Takeoff distance was 1,250 feet and landing distance was 1,380 feet.

According to FAA and aircraft maintenance records, the airplane's special airworthiness certificate was issued on February 18, 2006, and it was purchased by the pilot on February 28, 2008.

The airplane's most recent conditional inspection was completed on May 11, 2011. At the time of the inspection; the airplane had accrued 238.42 total hours of operation, and the engine had accrued 432.52 hours of operation since major overhaul.

METEOROLOGICAL INFORMATION

The recorded weather at Godman Army Airfield (FTK), Fort Knox, Kentucky located approximately 23 nautical miles east of the accident site, at 1355, included: winds 180 degrees at 15 knots, 10 miles visibility, broken clouds at 8,500 feet, temperature 24 degrees C, dew point 11 degrees C, and an altimeter setting of 30.04 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The airplane after clearing trees that were approximately 30 feet high, struck the ground in a level attitude in a corn field where the corn had already been harvested. The landing gear collapsed and the airplane then traveled 63 feet on a 124 degree heading before nosing over, tumbling, and coming to rest.

Examination of the accident site revealed that the majority of the airplane was co-located where the airplane came to rest. The fuselage had broken into three pieces, and both wings had separated from their mounting locations. Multiple lighter pieces of the airplane including the right aileron, left elevator balance weight, left landing gear door, and nose gear door were located along the ground scar that led from the initial impact location to the main wreckage. The canopy and other lighter portions of the airplane and its systems were spread throughout the cornfield.

Examination of the cockpit revealed that the magneto switch was in the "BOTH" position, the landing gear handle was in the "DOWN" position, the split rocker master switch was in the "ON" position, and the avionics master switch was in the "ON" position. Both the fuel boost pump and fuel transfer switches were in the "OFF" position.

The throttle was found in the full open position, and the mixture control was approximately 1 inch out from the full rich position. The primer was in and locked.

Airframe and Flight Controls Examination

Examination of the airframe and flight controls did not reveal any evidence of any preimpact failure or malfunction. All of the major components of the airframe were present at the accident site and control continuity was established from the ailerons, elevator, and rudder to the cockpit.

Engine Examination

Examination of the engine revealed no evidence of any preimpact malfunctions or failures.

The engine was found to be lying nose low on its left side and had remained attached to the tubular engine mount. The No.1 cylinder exhaust pipe was impact damaged and the engine induction air box was crushed.

The engine drive train was rotated by turning the propeller hub and continuity of the crankshaft to the rear gears, and to the valve train, was confirmed. Spark was produced from all 8 ignition leads, and compression and suction were observed from all 4 cylinders. Oil was present in the rocker boxes, and oil sump.

The Ellison Fluid Systems throttle body injector and the engine driven fuel pump had remained attached to the engine. A small amount of fuel was observed in the engine driven fuel pump, the hose from the pump to the throttle body injector, and in the throttle body injector. The engine driven fuel pump produced air when actuated by hand. The engine driven fuel pump actuator plunger was felt to move as the engine crankshaft was rotated, and no debris was present in the throttle body fuel inlet screen.

TESTS AND RESEARCH

Fuel and Fuel System

Review of fueling records indicated that the airplane had last been refueled with 21.66 gallons of aviation gasoline at Capital City Airport (FFT), Frankfort, Kentucky on March 5, 2012. Witness statements also revealed that fuel was observed to come out of the right wing tip fuel vent during a turn on the taxiway at 2I3 indicating that fuel had been present in the wing tanks prior to the accident.

The engine driven fuel pump received its fuel from an 11 gallon capacity header tank located behind the instrument panel. An inline fuel filter and fuel strainer were located upstream of the pump. The header tank was fed independently from either the left or right 33 gallon capacity wing tanks by electrically operated fuel pumps which received the...