N5M

HISTORY OF FLIGHTOn December 29, 2012, about 1015 Pacific standard time, a McKenzie Lancair IV-P Turbine, amateur-built experimental airplane, N5M, was substantially damaged when it impacted terrain in an uncontrolled descent near Lakeside, California. The private pilot and his two passengers were fatally injured. The pilot/owner was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the personal cross-country flight, which had originated from Montgomery Field Airport, San Diego, California, approximately 6 minutes before the accident, with an intended destination of Deer Valley Airport, Phoenix, Arizona. A flight plan had not been filed.

The pilot contacted the Montgomery Field air traffic control tower at 1005:26, and requested taxi for takeoff and an east-bound departure. He acknowledged receiving instructions to taxi to runway 28R. At 1008:56, the pilot was cleared for takeoff and instructed to make a right downwind (east) departure, which would keep the airplane clear of the class B airspace located 1.5 nautical miles (nm) north of Montgomery Field. However, after takeoff, the airplane did not turn to the east, rather it flew north towards the class B airspace. When the tower controller queried the pilot about his intentions stating that he was about to enter the class B airspace, the pilot replied that he was turning eastbound. The airplane continued north, entering class B airspace without a clearance, before it turned eastbound.

At 1012:08, the pilot checked in with his next controller. He stated that he was eastbound and "…trying to get above the clouds but… couldn't find a hole…." He then requested flight following to Deer Valley. The controller gave the pilot a discreet transponder squawk code of 5217, instructed him to fly a heading of 060 degrees for departure from the class B airspace, and cleared him to "climb VFR [visual flight rules]" at his discretion.

At 1014:53, the controller told the pilot to reset his transponder squawk code to 1321. The pilot did not respond. At 1015:22, the controller asked the pilot if he could hear his transmissions. At 1015:26, the pilot responded with "trouble…." The controller made repeated attempts to contact the pilot with negative results. Witnesses on the ground reported seeing the airplane below a cloud layer descending in a "flat spin" until they lost sight of it behind a hill. The witnesses heard a "loud thud" and reported the accident to local authorities. PERSONNEL INFORMATIONThe 65-year-old pilot held a private pilot certificate with airplane multiengine land and airplane single engine land ratings. He did not possess an instrument rating. His most recent third-class Federal Aviation Administration (FAA) medical certificate was issued on May 5, 2011. He reported on his most recent medical application that he had about 1,600 hours of flight experience and had flown about 50 hours in the past 6 months. AIRCRAFT INFORMATIONThe airplane was a single-turbine-engine-powered, propeller-driven, four seat, pressurized, retractable-gear airplane, which had a special airworthiness certificate (in the experimental category) issued on March 13, 2003. The airplane was built by an individual from a kit manufactured by Lancair International, Inc. It was powered by a Walters M601-EX free turbine engine, serial number 874-039, which had a maximum takeoff rating of 740 horsepower and a continuous rating of 657 horsepower. It had a three bladed, constant speed, full feathering Hartzell propeller. According to the airplane's maintenance logbooks, the most recent condition inspection was completed on November 10, 2011. According to an entry in the airframe logbook dated June 1, 2003, the airplane's builder flight tested the airplane and determined that, at a gross weight of 3,300 pounds, the stall speed in the landing configuration (Vso) was 65 knots; the stall speed clean (Vs) was 80 knots; best angle of climb speed (Vx) was 120 knots; and best rate of climb speed (Vy) was 140 knots.

According to a weight and balance document from the airplane's maintenance records dated June 1, 2005, its maximum takeoff gross weight was 3,890 pounds; its empty weight was 2,492 pounds; and its center of gravity range was 86.5 to 94.5 inches. An estimate of the airplane's weight and balance at the time of the accident was calculated; the estimate indicated that the airplane's gross weight was 3,751 pounds, and its center of gravity was 92.4 inches.

The cockpit instrumentation included two Sierra Flight Systems Integrated Display Units (IDU), which are Electronic Flight Information Systems (EFIS). These systems provide multifunction display (MFD) and primary flight display (PFD) capabilities.

The pilot purchased the airplane on June 6, 2005. METEOROLOGICAL INFORMATIONAt 0953, the weather conditions at Montgomery Field Airport (elevation 427 feet), located 235 degrees for 10 nautical miles (nm) from the accident site, were as follows: wind 130 degrees at 6 knots; visibility 10 statute miles (sm); cloud condition, overcast at 5,500 feet; temperature 54 degrees Fahrenheit; dew point 39 degrees Fahrenheit; altimeter setting 30.08 inches of Mercury.

At 0955, the weather conditions at Miramar Marine Corps Air Station (elevation 477 feet), San Diego, located 250 degrees for 9 nm from the accident site, were as follows: wind 130 degrees at 5 knots; visibility 10 sm; cloud condition, broken at 3,500 feet and broken at 20,000 feet; temperature 55 degrees Fahrenheit; dew point 39 degrees Fahrenheit; altimeter setting 30.07 inches of Mercury.

At 1047, Gillespie Field Airport (elevation 388 feet), San Diego, 180 degrees for 5 nm from the accident site, were as follows: wind calm; visibility 15 sm; cloud condition, scattered at 3,600 feet and broken at 6,000 feet; temperature 54 degrees Fahrenheit; dew point 37 degrees Fahrenheit; altimeter setting 30.06 inches of Mercury. This observation indicated two layers of clouds with multiple base layers from 3,600 feet above ground level (agl) and a broken ceiling at 6,000 feet agl.

A National Transportation Safety Board Weather Study was performed. The meteorologist reported that satellite data indicated a band of clouds extended from the coast of the Pacific Ocean, over the accident area, to approximately 50 miles inland. The clouds tops over the accident site were from 7,000 to 5,000 feet agl. No cumulonimbus clouds or thunderstorms were indicated over the region at the time. For more information, see the Weather Study in the public docket for this accident. AIRPORT INFORMATIONThe airplane was a single-turbine-engine-powered, propeller-driven, four seat, pressurized, retractable-gear airplane, which had a special airworthiness certificate (in the experimental category) issued on March 13, 2003. The airplane was built by an individual from a kit manufactured by Lancair International, Inc. It was powered by a Walters M601-EX free turbine engine, serial number 874-039, which had a maximum takeoff rating of 740 horsepower and a continuous rating of 657 horsepower. It had a three bladed, constant speed, full feathering Hartzell propeller. According to the airplane's maintenance logbooks, the most recent condition inspection was completed on November 10, 2011. According to an entry in the airframe logbook dated June 1, 2003, the airplane's builder flight tested the airplane and determined that, at a gross weight of 3,300 pounds, the stall speed in the landing configuration (Vso) was 65 knots; the stall speed clean (Vs) was 80 knots; best angle of climb speed (Vx) was 120 knots; and best rate of climb speed (Vy) was 140 knots.

According to a weight and balance document from the airplane's maintenance records dated June 1, 2005, its maximum takeoff gross weight was 3,890 pounds; its empty weight was 2,492 pounds; and its center of gravity range was 86.5 to 94.5 inches. An estimate of the airplane's weight and balance at the time of the accident was calculated; the estimate indicated that the airplane's gross weight was 3,751 pounds, and its center of gravity was 92.4 inches.

The cockpit instrumentation included two Sierra Flight Systems Integrated Display Units (IDU), which are Electronic Flight Information Systems (EFIS). These systems provide multifunction display (MFD) and primary flight display (PFD) capabilities.

The pilot purchased the airplane on June 6, 2005. WRECKAGE AND IMPACT INFORMATIONThe airplane was found at an elevation of 1,060 feet on a chaparral covered steep hillside in the Goodan Ranch Sycamore Canyon Preserve in San Diego County. The initial impact was about 150 feet down from a ridge crest, and the ground scar was oriented on a magnetic heading of about 350 degrees. The ground scar extended about 80 feet to the main wreckage. The airplane was found upright and flat, with its fuselage aligned about 350 degrees. The empennage had broken from the fuselage and was resting inverted on the top of the cabin section of the fuselage. The wings were in place and extensively damaged. From the initial impact point to the fuselage, large pieces of the lower wing skins were found. There was no evidence of fire.

The propeller spinner was crushed inward on about 1/3 of its diameter. The spinner did not exhibit any indications of rotation. One propeller blade was separated about 12 inches from its hub. The other two blades remained attached but were bent in a bow-like fashion. All three propeller blades were found in their feathered positions. All the airplane's components were accounted for at the accident site. Following the on scene examination, the wreckage was recovered to a secure salvage yard.

On January 4, 2013, at the salvage yard, the wreckage was further examined by a National Transportation Safety Board (NTSB) investigator, two FAA inspectors, and a representative of the kit manufacturer. The NTSB investigator oversaw the removal of the airplane's PFD, MFD...