# Incident 20251002014699I: Lunceford Jerry W LANCAIR 360, Klin, MS, October 2, 2025

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: October 2, 2025, 21:58 local time
- Place: Klin, MS
- Airport: Stennis International
- Damage: Minor damage
- Phase of flight: Landing: Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 30.3678° N, 89.4546° W: Placed by OpenAirDocs at STENNIS INTL (HSA), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=30.3678&lon=-89.4546&mi=10
- Aircraft: N64VL, registered now (https://openairdocs.org/aircraft/N64VL) (OpenAirDocs)
- Registry model: Lunceford Jerry W LANCAIR 360 (registry code 0561160, https://openairdocs.org/model/lunceford-jerry-w-lancair-360) (OpenAirDocs)
- Registry engine: Superior XP-360 (registry code 59252, https://openairdocs.org/engine/superior-xp-360) (OpenAirDocs)
- Reported make and model: LUNCEFORD JERRY W LANCAIR 360
- Reported engine: SUPERIOR XP-360
- People aboard: 1
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Private pilot
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20251002014699I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

OCTOBER 2, 2025; LOCATION STENNIS(KHSA) AIRPORT.

TIME APPROXIMATELY 4:50 PM. (1) ONE PILOT IN COMMAND, WITH NO PASSENGERS, NO INJURIES; SINGLE ENGINE AIRCRAFT, LANCAIR 360. FLIGHT CONDITIONS WERE GOOD, WITH A SLIGHT WIND FROM THE SOUTHEAST.  PILOT WAS TEST FLYING THE AIRCRAFT FOLLOWING SEVERAL MONTHS OF WORK AT AVIONICS SHOP LOCATED AT THE STENNIS FIELD. THE PILOT COMMUNICATED WITH STENNIS GROUND AND RECEIVED CLEARANCE TO PROCEED TO RUNWAY 18. FOLLOWING RUN-UP, PILOT DEPARTED RUNWAY 18.

THE PILOT DEPARTED PATTERN IN A RIGHT TURN (TO THE WEST) AND REMAINED LOCAL TO STENNIS WITHIN A FEW MILES OF THE FIELD. THE TOWER ADVISED THE PILOT THAT HIS RADIO COMMUNICATIONS WERE WEAK. THE PILOT SWITCHED TO ALTERNATE COMMUNICATION UNIT AND CONTINUED RADIO COMMUNICATIONS WITH THE TOWER.  AFTER APPROXIMATELY 10 MINUTES OF FLYING AND ONCE AROUND AN EXTENDED PATTERN, THE PILOT ENTERED A RIGHT BASE TO RUNWAY 18 AND WAS CLEARED BY TOWER FOR OPTION ON RUNWAY 18.

THE PILOT CONFIRMED LANDING POSITION AND RECIEVIED CLEARANCE FROM THE TOWER. AT APPROXIMATELY ONE OR TWO MILES OUT ON FINAL APPROACH, PILOT DEPLOYED 10 DEGREES OF FLAPS AND RADIOED INTENTION FOR A FULL STOP.

THE PILOT ALIGNED FOR FINAL APPROACH TOUCHDOWN ON RUNWAY 18. THE AIRCRAFT SPEED WAS APPROXIMATLY 90 KTS OVER THE ROAD NORTH OF THE RUNWAY.  THE PILOT TOUCHED DOWN CENTER LINE OF RUNWAY 18, SEVERAL HUNDRED FEET PAST THE RUNWAY NUMBERS. THE PILOT DID NOT DEPLOY LANDING GEAR AS REQUIRED. THE AIRCRAFT LANDED ON ITS BELLY AND SLIDE FOR SEVERAL HUNDRED FEET BEFORE COMING TO A STOP NEAR THE CENTER LINE OF THE RUNWAY. THE PILOT RADIOED TOWER WITH NO INJURIES. THERE WERE NO PASSENGERS ON AIRCRAFT. PILOT INFORMED TOWER HE WAS SHUTTING DOWN THE AIRCRAFT. THERE WAS NO SMOKE OR SPARKING. PILOT SHUT DOWN ALL ELECTRONICS, BATTERY, AND IGNITION, PILOT TURNED FUEL TANK SELECTOR TO OFF. PILOT OPENED CANOPY AND EXITED THE AIRCRAFT. PILOT NOTIFIED PROPRIETOR OF THE AVIONICS SHOP VIA CELL PHONE AND ADVISED HIM OF SITUATION. PERSONNEL FROM THE LOCAL FBO ARRIVED TO ASSIST. PERSONAL FROM THE FBO AND THE AVIONICS SHOP WERE ABLE TO RAISE AIRCRAFT USING TWO JACKS. FROM THERE THEY WERE ABLE TO LOWER LANDING GEAR TO REMOVE AIRCRAFT FROM RUNWAY VIA TUG. THE AIRCRAFT WAS TIED DOWN AT A TIE-DOWN SPOT. THE PILOT SECURED AIRCRAFT AND SECURED AIRCRAFT DOCUMENTS (PILOT HAD AIRCRAFT DOCUMENT WITH HIM). PILOT GAVE AIRCRAFT KEY TO PROPRIETOR OF THE AVIONICS SHOP. AIRCRAFT WILL BE DISASSEMBLED AND SHIPPED TO NORTH CAROLINA.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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