ERA25FA020

On October 20, 2024, about 1600 eastern daylight time, an experimental amateur-built Lancair 360, N510G, was substantially damaged when it was involved in an accident in Cross City, Florida. The commercial pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot had filed an instrument flight rules flight plan from Atmore Municipal Airport (0R1), Atmore, Alabama to Cross City Airport (CTY), Cross City, Florida. The pilot reported in his flight plan an estimated time enroute time of 2 hours, and that there were 4 hours of fuel aboard the airplane. Review of preliminary Federal Aviation Administration Automatic Dependent Surveillance-Broadcast (ADS-B) data revealed that the airplane departed 0R1 about 1430. At 1520, while in contact with Tallahassee approach control, the airplane’s ADS-B track and radio contact with the pilot were lost. The air traffic controllers made multiple attempts to re-establish communication including identifying turns, instructions to “squawk IDENT,” and transmitting on the VHF emergency frequency, with no response from the accident airplane. As the airplane left the Tallahassee approach control area it was handed off to Jacksonville Air Route Traffic Control Center (ARTCC), who also attempted to contact the pilot with no response. Jacksonville ARTCC continued to track the airplane as a primary radar target until radar contact was lost about 24 miles from CTY. Another pilot, who was flying into CTY about the time of the accident, reported that he heard the accident airplane make a radio transmission on the CTY common traffic advisory frequency. The accident pilot stated there had been an electrical failure, that he was transmitting with a handheld radio, and that he was requesting a “gear check” while on the downwind leg of the traffic pattern for runway 4. After hearing no response from anyone on the ground, the other pilot reported that he offered to check the accident airplane’s landing gear, but he received no response. A short time later he heard an emergency locator transmitter broadcasting on the VHF emergency frequency and saw debris as he overflew CTY. A witness, who lived near CTY and heard the airplane as it flew overhead, described that the engine sounded like it was “spitting, sputtering, and backfiring through the exhaust.” An eyewitness on the ground reported that the airplane overflew the fixed base operator building at CTY at an altitude of about 600 to 700 ft. He described that the airplane’s engine sounded like it was “missing.” He added that as the airplane overflew the airport, it began a left descending turn. About 100 ft above the ground, the left wing and nose of the airplane dropped suddenly, and the airplane impacted the ground. The airplane came to rest on the airport property, about 4,500 ft from the runway 4 threshold, and 210 ft right of the runway 4 centerline, between runway 4 and taxiway Bravo. Thedebris path was about 160 ft in length and was oriented on a magnetic heading of 048°. All major components of the airplane were discovered along the debris path. The initial ground impact scar was about 100 ft from the main wreckage site and green lens glass was observed in the scar. The main wreckage was oriented on a magnetic heading of 340°. The outboard section of the right wing was observed about 60 ft past the main wreckage and was the last piece of debris observed. Control continuity was confirmed from the left aileron, elevator, and rudder flight control surfaces to the flight controls in the cockpit. The right aileron remained attached to the right wing section, which was impact-separated from the fuselage. Control continuity of the right aileron could not be confirmed due to impact damage. The flap drive motor and worm gear were not extended, which corresponded to the flaps being in an “up” position. The landing gear position selector was found in the “retract” position. Fuel was found throughout the airframe fuel system, in both wing fuel tank boost pumps and filters, in the header tank boost pump and filter, and in the fuel strainer. The header fuel tank and both wing fuel tanks were breached during the impact sequence, and each contained no residual fuel. No evidence of fuel smell or vegetation blight was observed at the accident site. The airplane was equipped with two engine-driven alternators. One belt-driven alternator was installed to the front of the engine, and remained attached. The drive belt for the alternator remained attached to the alternator pully and was intact. The second alternator was installed on the engine’s accessory case and was directly driven from the engine’s accessory section. The main 12-volt battery remained attached to the fuselage, and when measured with a multimeter, about 11.8 volts were observed. A second 12-volt battery was impact separated and found in the wreckage debris path. When measured with a multimeter, about 12.5 volts were observed. The engine remained partially attached to the fuselage through the tubular mount and was upside down at the accident site. Thumb compression and suction were confirmed during postaccident examination of the engine. Crankshaft and valvetrain continuity were confirmed through multiple rotations of the crankshaft. The engine was equipped with two E-Mag electronic ignition systems. Oil was present in the oil sump and the oil filter was impact-separated from the engine. Fuel was observed in the engine-driven fuel pump, fuel servo, and the fuel flow divider. A fuel receipt was discovered in the wreckage indicating the pilot had purchased 15.69 gallons of 100LL aviation fuel the morning of October 20 at Jasper County Airport – Bell Field (JAS), Jasper, Texas. Another receipt from 0R1 showed that the pilot had purchased 24.13 gallons of 100LL aviation fuel at 1313. The wreckage was recovered and retained for further examination.