LAX04LA125

The airplane was observed by three witnesses in a flat counterclockwise spin from about 2,000 feet as it descended to ground impact. No one observed the airplane prior to the spin. All of the witnesses, one of whom is a commercial pilot, heard the sound of the turbine engine running throughout the spin, which consisted of 3 or 4 complete rotations. The purpose of the flight was to meet the specifications as outlined in the Phase 1 flight testing portion of the experimental operating limitations, as issued by the FAA. This was the third recorded flight. Due to the post-impact fire, control continuity was not confirmed during the subsequent wreckage examination. No evidence of preexisting mechanical malfunctions was noted with either the engine or propeller assembly. The engine and propeller control linkages were in the normal operating range near flight idle. During engine disassembly and teardown, a composite material, similar to a heat shield material commonly used to insulate the composite cowling, was located in the compressor and burner sections of the engine. The engine is a reverse flow free power turbine, with the power turbine shaft connected to the propeller. The engine is mounted in the airframe with the compressor inlet at the rear of the engine compartment.

History of flight

On February 17, 2004, about 1340 mountain standard time a Knapple/Wray Lancair IV-P experimental airplane, N330KT, impacted desert terrain, in the Lost Dutchman State Park, 5 miles north of Apache Junction, Arizona. The airplane was destroyed during the impact and post-crash fire. The pilot was operating the airplane under the provisions of 14 CFR Part 91. The airline transport certificated pilot and passenger, who were the accident airplane's builders, sustained fatal injuries. Visual meteorological conditions prevailed and no flight plan had been filed. The pilot had departed from the Falcon Field, Mesa, Arizona, about 1315, for a test flight in the local area.

A friend and coworker of the accident pilot reported to the National Transportation Safety Board investigator that the pilot and passenger built the airplane. The purpose of the flight was to gain flight hours for certification purposes. The airplane was in the first stage of its certification program. The accident flight was the third test flight. After departure, the pilot planned to perform touch-and-go takeoffs and landings at the Williams Gateway Airport, located approximately 19 nautical miles (nm) from the departure airport. The airplane's fuel tanks were filled from a tank located in the passenger's vehicle prior to departure.

A pilot at the Falcon Field witnessed the airplane prior to, and during its departure. He stated that the airplane performed a high-speed taxi. During the taxi, the propeller went "flat, like an over speed event." He said the airplane "barely stopped" prior to reaching the end of the runway. The pilot then taxied the airplane to the departure end of runway 04R and began the takeoff roll. During the takeoff roll he again heard the propeller "go flat." The accident pilot continued on a straight-out departure. Approximately 10 minutes later, the witness was departing the airport and noticed a smoke cloud in the area of the accident site.

Another witness to the accident, a commercial certificated pilot located about 1/2-mile from the accident site, did not see the airplane prior to its entry into a spin. He reported observing the airplane in a flat spin, about 2,000 feet above ground level (agl). The airplane spun 3 to 4 times in a counterclockwise direction, over a period of about 15 seconds. A post-impact fire consumed the airplane. The engine sounded like a turbine, and its sound did not change during the airplane's descent.

An additional witness located about 1/4-mile from the accident site stated that the airplane was flying from the north, heading south-southwest. According to the witness, the engine shut down, and the "back of the airplane [the tail] rolled to the right-hand side of the airplane." The airplane turned 180 degrees, entered a nosedive, and appeared to come out of the dive. The airplane then turned in a corkscrew pattern, counterclockwise, until impacting the ground. Throughout the accident sequence, the engine sound lowered, increased, lowered again, and then "shut off."

A witness driving her car observed the accident airplane and opined that it looked "stationary and circling." Her car windows were down, but she did not hear the airplane's engine. During the airplane's descent, it turned approximately "four to five circles" in a counterclockwise pattern. Just prior to impact, the left wing lifted and the airplane impacted the ground in a nose down attitude. She estimated that she was about 100 yards from the accident site.

After the airplane's impact, this witness took pictures of the airplane with her cellular phone. A review of the pictures taken by the witness indicated that the entire airplane appeared to be at the impact site. The witness stated that, upon impact, the majority of the smoke was initially coming from the right-hand side of the airplane. The witness had flown as a passenger in small general aviation airplanes but was not a pilot. The Safety Board investigator requested copies of the photographs, but none were received. Attempts to reestablish contact with the witness were unsuccessful.

Personnel information

A review of Federal Aviation Administration (FAA) airman records revealed that the pilot held an airline transport pilot certificate with a multiengine land rating. He had commercial pilot privileges in single engine airplanes. The pilot had private pilot privileges for glider aero tow. The pilot also held repairman certificates for experimental aircraft. The experimental aircraft were listed as a Nieuport (Serial Number 251), and the accident airplane, a Lancair (Serial Number LIV-215).

The pilot held a second-class medical certificate that was issued on July 22, 2003.

The pilot's personal logbook was not available for review. However, an examination of the pilot's employment records indicated an estimated total flight time of 4,500 hours on February 26, 2002. The pilot reported the following additional flight times on his employment record: 4,340 hours pilot-in-command; 1,310 hours night; 410 instrument hours; 2,080 hours single engine airplane; and 2,420 hours multiengine airplane.

On the pilot's last FAA Airman Medical application dated July 22, 2003, the pilot reported 4,800 total flight hours.

Aircraft information

The airplane was a single engine, turbine-powered Lancair IV-P. The airplane's Application for Airworthiness Certificate (FAA Form 2120-0018) was dated October 15, 2003. The special airworthiness certificate was issued on October 25, 2003.

The airplane had a Diemech (Walter) 601D engine, serial number 831080. The airplane had an Avia V508 three-bladed propeller, serial number 420662246.

The airplane was undergoing its Phase 1 flight testing. According to the experimental operating limitations issued by the FAA for the airplane, the Phase 1 flight testing had to include, in part, the following: 40 hours of operation in the assigned geographic area; all tests flights were to be conducted under visual flight rules, day only, during the flight testing phase; and, no persons may be carried in this aircraft during flight unless that person is essential to the purpose of flight. The airplane had undergone two test flights, and the third flight was commencing when the accident occurred.

Meteorological information

The closest aviation weather observation station to the accident site was Falcon Field, located 10 nm west of the accident site. The elevation of the weather observation station was 1,394 feet msl. A routine aviation weather report (METAR) for Falcon Field was issued at 1354. It stated: wind from 350 degrees at 8 knots; visibility 35 miles; skies clear; temperature 26 degrees Celsius; dew point -7 degrees Celsius; and altimeter 30.19 inches of mercury.

Wreckage and impact information

The airplane impacted generally flat, desert terrain. Terrain surrounding the main wreckage was hilly and covered by small desert brush and saguaro cacti. Responding rescue personnel indicated that the wreckage was confined to a 50-foot diameter, and there were no ground scars leading to the wreckage site.

The wreckage was found at the following approximate global positioning satellite coordinates: 33 degrees 26.29 minutes north latitude by 111 degrees 33.08 minutes west longitude. The airplane structure was consumed in a post-impact fire.

Medical and pathological information

On February 19, 2004, the Maricopa County Coroner completed an autopsy and toxicological tests of specimens from the pilot. The FAA Toxicology and Accident Research Laboratory also performed toxicological tests. The results of analysis of the specimens were negative for carbon monoxide, cyanide, and tested drugs. The results were positive for the following:

18 (mg/dL, mg/hg) ETHANOL detected in Urine

6 (mg/dL, mg/hg) ACETALDEHYDE detected in Urine

1 (mg/dL, mg/hg) N-PROPANOL detected in Urine

Tests