# NTSB CEN24LA037: Charles L. Hayes Lancair IVP Turbine, N751HP, McKinney, TX, November 11, 2023 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Class 3 · Limited · Final report - Date: November 11, 2023, 12:41 local (18:41 UTC) - Place: McKinney, TX - Coordinates: 33.203562, -96.742227 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.2036&lon=-96.7422&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing: Landing area overshoot](https://openairdocs.org/ntsb-events/380) - Highest injury: Minor injuries - Injuries: 1 minor, 2 uninjured; on the ground: 1 minor - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: FAA - NTSB case key (mKey): 193375 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN24LA037 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193375/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=193375 - Page: https://openairdocs.org/ntsb/CEN24LA037 ## Probable cause The pilot’s failure to attain the proper touchdown point during landing, which resulted in a runway excursion and collision with terrain and a vehicle. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Hayes Charles L HAYES IVP TURBINE, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=05612OQ), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Performance/control parameters: descent/approach/glide path](https://openairdocs.org/ntsb-findings/01062040): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Hayes Charles L HAYES IVP TURBINE, 1 case](https://openairdocs.org/ntsb-findings/01062040/cases.md?model=05612OQ), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/01062040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing: Landing area overshoot](https://openairdocs.org/ntsb-events/380) (defining event); cases with it: [Hayes Charles L HAYES IVP TURBINE, 1 case](https://openairdocs.org/ntsb-events/380/sequence.md?model=05612OQ), [All aircraft, 400 cases](https://openairdocs.org/ntsb-events/380/sequence.md) - [Landing: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Hayes Charles L HAYES IVP TURBINE, 1 case](https://openairdocs.org/ntsb-events/300/sequence.md?model=05612OQ), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis The pilot reported that while in cruise at flight level (FL) 250, the airplane sustained a sudden loss of pressurization. He descended the airplane to 10,000 ft mean sea level (msl) and continued to his planned destination. He had not previously landed at the destination airport, so he performed a touch and go landing “to see the field,” and then flew a standard traffic pattern for landing. On the downwind leg the ball on the top of the power lever unscrewed and the pilot continued the approach. The pilot reported the airplane touched down in the first 500 ft of the runway without a float or a bounce in ground effect. He immediately “hit [the] brakes gently” and maintained the runway centerline. For about 5 to 10 seconds, the pilot unsuccessfully attempted to move the power lever into beta-reverse and applied maximum braking; however, the brakes faded, and the stopping power decreased. The airplane subsequently exited the end of the runway, went through an airport perimeter fence, and struck a moving vehicle on a roadway. The airplane sustained substantial damage to the fuselage and right wing. A review of a cellular telephone camera video provided to the National Transportation Safety Board showed that the airplane touched down near the midpoint of the 3,002 ft runway, bounced and touched down again. Tire skid marks were observed about 200 ft beyond the runway’s midpoint and continued for about 1,300 ft until the airplane exited the runway surface. Automatic dependent surveillance-broadcast (ADS-B) and avionics data showed the airplane’s groundspeed was between 96 and 99 knots and the flaps were extended to 40° during the final approach. Postaccident examination of the airplane revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded a normal landing. Although the power lever ball top unscrewed, the power lever functioned normally between full power and reverse settings. ## Factual narrative On November 11, 2023, about 1241 central standard time, an experimental amateur-built Lancair IVP Turbine airplane, N751HP, sustained substantial damage when it was involved in an accident near McKinney, Texas. The pilot and passenger were not injured, and an occupant in an automobile sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, while at FL 250 west of Abilene, Texas, the cockpit door seal failed, and the airplane sustained a sudden loss of pressurization. The pilot contacted air traffic control for an immediate descent. The pilot descended the airplane to 10,000 ft msl and continued the flight to Aero Country Airport (T31), McKinney, Texas. Following the emergency descent, the pilot noted no aircraft systems anomalies. About 5 minutes after establishing cruise flight at 10,000 ft to T31, the pilot noted an amber caution light for the propeller rpm which was indicating 1,920 rpm. The pilot reduced the propeller rpm to 1,800 and the caution light turned off. The pilot continued the flight to T31. The pilot reported he had not previously landed at T31 and performed a touch and go landing on runway 17 “to see the field.” The pilot climbed the airplane to the traffic pattern altitude and flew a normal traffic pattern to land on runway 17. During the downwind leg, the pilot pulled back the power lever and the ball on top of the lever (see Figure 1) came off in his hand. The pilot handed the ball to the passenger and continued the landing at the flight idle power position. Figure 1. Cockpit power lever and ball. The pilot stated the airplane touched down in the first 500 ft of the runway without a float or a bounce in ground effect; he immediately “hit [the] brakes gently” and maintained the runway centerline. For about 5 to 10 seconds, the pilot unsuccessfully attempted to move the power lever into beta-reverse. The pilot applied maximum braking; however, the brakes faded, and the stopping power decreased. The airplane exited the end of the runway, went through an airport perimeter fence, and struck a moving vehicle on a roadway. The airplane sustained substantial damage to the fuselage and right wing. ADS-B and avionics data showed the airplane’s groundspeed was between 96 and 99 knots and the flaps were extended to 40° during the final approach. A witness, located on a general aviation ramp on the east side of T31, video recorded the airplane’s landing on his cellular telephone. The video showed the airplane touch down, bounce, and touch down again near the midpoint of the 3,002 ft asphalt runway and evidence of braking action (smoke from main landing gear wheels/tires) occurred about 3 seconds later. The wheel/tire smoke continued until the airplane exited the runway surface. According to the T31 airport manager who examined the runway surface after the accident, the first visible tire skid marks were about 200 ft past the midpoint of the runway. Theskid marks remained visible for about 1,300 ft until the airplane departed the end of the asphalt surface. The airplane continued 14 ft to the perimeter fence and then traveled 93 ft to the spot where it collided with a moving automobile in the roadway. Postaccident examination of the airplane revealed cable continuity from the cockpit power lever to the propeller governor. The cockpit control lever, without the ball top, was actuated between full power and the reverse positions with no anomalies noted. The cockpit door seal was intact, and no damage was noted to the seal adhesive or materials. A review of the aircraft maintenance records revealed that on March 29, 2022, the original Hayes IVP Turbine experimental airplane was modified with a RDD Enterprises, LLC, LX7 kit, which included major modifications to the fuselage, wings, empennage, and turbine engine. After the completion of the modifications, the airplane was placed back into the airplane’s Phase 1 operating limitations flight test program for purposes of testing the LX7 conversion. Per the airplane maintenance records, on August 26, 2022, and 11.3 hours since the completion of the modifications, the airplane completed the Phase 1 flight test hour requirements. According to RDD Enterprises, LLC, the landing roll distance is 800 ft (at maximum landing weight), and the landing distance over a 50 ft obstacle is 1,800 ft. The pilot also reported that before delivery and after he acquired the airplane, the airplane sustained several discrepancies and issues, including a door seal that failed during pre-delivery flight testing. ## Aircraft - Registration: [N751HP](https://openairdocs.org/aircraft/N751HP), registered now, S/N LIV404, built 2002 (OpenAirDocs) - Reported make and model: Charles L. Hayes Lancair IVP Turbine - Registry model: [Hayes Charles L HAYES IVP TURBINE](https://openairdocs.org/model/hayes-charles-l-hayes-ivp-turbine) (registry code 05612OQ) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: LIV404 - Year built: 2002 - Engines: Pratt & Whitney PT6-A-135 750 horsepower turbo prop - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Departed: MDD, Midland, TX - Destination: Same as departure - Flight plan: IFR - Airport: T31, Aero Country, runway 17, 3,002 × 60 ft, asphalt - Equipment: Electronic multifunction display, Angle of attack indicator, Airframe parachute, ADS-B, Stall warning system, Electronic primary flight display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 62; injuries: none; private, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review April 3, 2023; seat: left; restraint: 3-point; flight hours: 1,588 total, 57.5 in this make and model, 1,315 as pilot in command, 48 in the last 90 days, 26 in the last 30 days, 1.2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 100° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: 7,000 ft overcast - Temperature: 63 °F, dew point 39 °F - Altimeter: 30.25 inHg - Observed at: KTKI, 8 nm away - METAR: KTKI 111853Z 10005KT 10SM OVC070 17/04 A3025 RMK AO2 SLP248 T01670039 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20231111020109A](https://openairdocs.org/incident/20231111020109A), Nov 11, 2023: Hayes Charles L HAYES IVP TURBINE, Mckinney, TX, Substantial damage. The accident aircraft attempted to land on runway 17 at Aero Country Airport (T31). The aircraft touched down approximately halfway down the runway and did not… ## Docket (12 files) The files NTSB released with the investigation on May 9, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=193375. 65.6 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 10 pages, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16930024&FileExtension=pdf&FileName=Pilot%206120_Redacted-Rel.pdf - Supplemental pilot information (item 2, PDF, 6 pages, 218 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16930824&FileExtension=pdf&FileName=Supplemental%20Pilot%20Correspondence_Redacted-Rel.pdf - Avionics data (item 3, CSV, 2.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16930357&FileExtension=csv&FileName=Garmin%20Data%20Log%20Accident%20Flight-Rel.csv - ADS-B data (item 4, XLSX, 7.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16930034&FileExtension=xlsx&FileName=20231111_AA1E7D_532926750_ADSB-Rel.xlsx - Witness video 1 (item 5, MOV, 5.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16930834&FileExtension=MOV&FileName=Witness%20Video%201-Rel.MOV - Record of conversation NTSB (item 6, PDF, 1 page, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16930844&FileExtension=pdf&FileName=ROC%20Rutt-Rel.pdf - Maintenance records (item 7, PDF, 5 pages, 41.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16930676&FileExtension=pdf&FileName=RDD%20Mx%20Record%20Entries_Redacted-Rel.pdf - Pilot list of discrepancies (item 8, PDF, 2 pages, 127 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16930076&FileExtension=pdf&FileName=Owner%20List%20of%20Discrepancies_Redacted-Rel.pdf - Power lever video (item 9, MOV, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16930195&FileExtension=MOV&FileName=Video%20of%20Power%20Lever-Rel.MOV - Propeller governor video (item 10, MOV, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16931026&FileExtension=MOV&FileName=Prop%20Governor%20Control-Rel.MOV - Airport manager information (item 11, PDF, 1 page, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16930854&FileExtension=pdf&FileName=Airport%20Manager%20Information_Redacted-Rel.pdf - Investigation photographs (item 12, PDF, 5 pages, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16930686&FileExtension=pdf&FileName=Photo%20Array-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.