X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [207.46.163.236] (HELO na01-by2-obe.outbound.protection.outlook.com) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6803055 for lml@lancaironline.net; Thu, 27 Mar 2014 15:21:58 -0400 Received-SPF: pass receiver=logan.com; client-ip=207.46.163.236; envelope-from=rpastusek@htii.com Received: from BY2PR07MB550.namprd07.prod.outlook.com (10.141.217.145) by BY2PR07MB552.namprd07.prod.outlook.com (10.141.217.152) with Microsoft SMTP Server (TLS) id 15.0.898.11; Thu, 27 Mar 2014 19:21:18 +0000 Received: from BY2PR07MB550.namprd07.prod.outlook.com ([10.141.217.145]) by BY2PR07MB550.namprd07.prod.outlook.com ([10.141.217.145]) with mapi id 15.00.0908.008; Thu, 27 Mar 2014 19:21:18 +0000 From: Robert R Pastusek To: Lancair Mailing List Subject: Lancair IV-PT Accident Report Thread-Topic: Lancair IV-PT Accident Report Thread-Index: Ac9J8LTniSCx7/dmSQa26v+5xcF5KQ== Date: Thu, 27 Mar 2014 19:21:17 +0000 Message-ID: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: yes X-MS-TNEF-Correlator: x-originating-ip: [72.9.2.42] x-forefront-prvs: 01630974C0 x-forefront-antispam-report: SFV:NSPM;SFS:(10019001)(428001)(189002)(199002)(55885003)(124975003)(81816001)(95416001)(15975445006)(49866001)(94946001)(56816005)(98676001)(50986001)(51856001)(47976001)(54316002)(53806001)(54356001)(4396001)(19300405004)(56776001)(95666003)(76482001)(47736001)(97336001)(83322001)(19580405001)(16236675002)(19580395003)(80976001)(97186001)(87936001)(87266001)(94316002)(2656002)(90146001)(92566001)(93136001)(85852003)(85306002)(46102001)(80022001)(83072002)(77982001)(74876001)(65816001)(33646001)(15202345003)(81342001)(76796001)(74316001)(81542001)(69226001)(59766001)(86362001)(79102001)(74366001)(74706001)(81686001)(93516002)(63696002)(20776003)(74502001)(31966008)(47446002)(76176001)(76576001)(74662001)(66066001)(76786001)(24736002);DIR:OUT;SFP:1102;SCL:1;SRVR:BY2PR07MB552;H:BY2PR07MB550.namprd07.prod.outlook.com;FPR:ACF3F1E5.8EF2A7C5.30F1117B.4CE9F141.205F0;MLV:sfv;PTR:InfoNoRecords;MX:1;A:1;LANG:en; received-spf: None (: htii.com does not designate permitted sender hosts) Content-Type: multipart/mixed; boundary="_004_a73fb369ab1e457a96757be5af67823eBY2PR07MB550namprd07pro_" MIME-Version: 1.0 X-OriginatorOrg: htii.com --_004_a73fb369ab1e457a96757be5af67823eBY2PR07MB550namprd07pro_ Content-Type: multipart/alternative; boundary="_000_a73fb369ab1e457a96757be5af67823eBY2PR07MB550namprd07pro_" --_000_a73fb369ab1e457a96757be5af67823eBY2PR07MB550namprd07pro_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Please note the following preliminary accident report for an IV-PT loss on = 8 March, 2014. Although we did not know any details of the accident at the = time, I was asked to write the attached paper discussing the operating prin= ciples of the Lancair IV landing gear system. Please find this paper attach= ed for your information. Bob NTSB Identification: ERA14FA144 14 CFR Part 91: General Aviation Accident occurred Saturday, March 08, 2014 in Hartsville, SC Aircraft: ROGERS GEORGE T LANCAIR IVP, registration: N724HP Injuries: 3 Fatal. This is preliminary information, subject to change, and may contain errors.= Any errors in this report will be corrected when the final report has been= completed. NTSB investigators either traveled in support of this investiga= tion or conducted a significant amount of investigative work without any tr= avel, and used data obtained from various sources to prepare this aircraft = accident report. On March 8, 2014, about 1858 eastern standard time, an experimental amateur= built Lancair IVP, N724HP, was substantially damaged after a loss of contr= ol in Hartsville, South Carolina. The private pilot, and the two pilot rate= d passengers were fatally injured. Visual meteorological conditions prevail= ed, and no flight plan was filed for the local personal flight conducted un= der Title 14 Code of Federal Regulations Part 91, which departed Darlington= County Jetport (UDG), Darlington, South Carolina. According to witnesses, the private pilot had been having problems with the= airplane's landing gear system and had been receiving a "Gear Unsafe" indi= cation. Earlier on the day of the accident he was observed working on the a= irplane and when queried by one of the witnesses, the pilot advised him tha= t he was troubleshooting an electrical problem. Later that day, the private pilot and one of the pilot rated passengers, de= parted UDG, flew around the local area "for some time," and then landed at = Hartsville Regional Airport (HVS), Hartsville, South Carolina. At 1510 the = private pilot refueled the airplane with 50 gallons of fuel and then at app= roximately 1610 took off alone and returned to UDG. Sometime after returnin= g to UDG, the private pilot took off again, this time not only with the pil= ot rated passenger he had been flying with earlier that day but, also with = an additional pilot rated passenger. At approximately 1819, a relative of the private pilot received a text mess= age asking him to come to HVS, as the landing gear would not come down. The= n at 1836 he received a second message to "Call 911." Around the time that = the private pilot sent the text, a witness observed the airplane pass by hi= m numerous times during an approximately 15 minute long period. The airplan= e was "low" to the ground. On the last pass, he could hear the airplane's e= ngine running, and observed the airplane fly across HVS about midfield at 6= 00 to 700 feet above ground level, bank sharply to the left, pitch up to ab= out 25 degrees nose up, then descend rapidly in a nose high attitude until = he lost sight of the airplane. Moments later, he heard the sound of impact,= and observed a large fire ball and smoke. Examination of the accident site revealed that the airplane had struck two = trees before making ground contact, and coming to rest next to a row of tre= es. Multiple pieces of wood were present on the ground which exhibited evid= ence of propeller strike marks. Examination of the wreckage revealed that it had been exposed to a postcras= h fire and that there was no evidence of any preimpact structural failure. = The wing flaps were in the up position, and flight control continuity was e= stablished from the cockpit flight controls, to the breaks in the system wh= ich showed evidence of tensile overload and from the breaks in the system, = to the mounting locations of the flight control surfaces. Examination of the propeller revealed evidence of S-bending, leading edge g= ouging, and chordwise scratching. Examination of the engine's single stage = axial flow propulsor utilizing a borescope revealed evidence of rotational = scoring and reverse bending on multiple turbine blades. Examination of the landing gear system revealed that the landing gear handl= e was in the down position however, the nose landing gear was in the "up" p= osition. The left and right main landing gear were partially extended, and = the left main landing gear leg was fractured into two pieces. Examination o= f the main landing gear doors indicated that the right main landing gear do= or was closed during the impact sequence and the left main landing gear doo= r was open during the impact sequence. Examination of the hydraulic reservo= ir revealed it was not full, and only contained about 10 tablespoons of hyd= raulic fluid. During the examination, no leaks were discovered in the reser= voir. Further examination of the wreckage also revealed that the seat cushion for= the right rear seat was displaced from its normal mounting position and an= access panel which was located beneath that mounting location, and which w= ould allow access to the main landing gear actuators, had been removed. Exa= mination of the panel revealed scratch and pry marks on its topside, near o= ne edge, and an open jackknife was discovered on the floor in close proximi= ty to the panel. Index for Mar2014 | Index of months --_000_a73fb369ab1e457a96757be5af67823eBY2PR07MB550namprd07pro_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Please note the following preliminary accident repor= t for an IV-PT loss on 8 March, 2014. Although we did not know any details = of the accident at the time, I was asked to write the attached paper discus= sing the operating principles of the Lancair IV landing gear system. Please find this paper attached for your i= nformation.

 

Bob

 

 

NTSB Id= entification: ERA14FA144
14 CFR Part 91: General Aviation
Accident occurred Saturday, March 08, 2014 in Hartsville, SC
Aircraft: ROGERS GEORGE T LANCAIR IVP, registration: N724HP
Injuries: 3 Fatal.

This is= preliminary information, subject to change, and may contain errors. Any er= rors in this report will be corrected when the final report has been comple= ted. NTSB investigators either traveled in support of this investigation or conducted a significant amount of inve= stigative work without any travel, and used data obtained from various sour= ces to prepare this aircraft accident report.


On March 8, 2014, about 1858 eastern standard time, an experimental amateur= built Lancair IVP, N724HP, was substantially damaged after a loss of contr= ol in Hartsville, South Carolina. The private pilot, and the two pilot rate= d passengers were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed f= or the local personal flight conducted under Title 14 Code of Federal Regul= ations Part 91, which departed Darlington County Jetport (UDG), Darlington,= South Carolina.

According to witnesses, the private pilot had been having problems with the= airplane's landing gear system and had been receiving a "Gear Unsafe&= quot; indication. Earlier on the day of the accident he was observed workin= g on the airplane and when queried by one of the witnesses, the pilot advised him that he was troubleshooting an ele= ctrical problem.

Later that day, the private pilot and one of the pilot rated passengers, de= parted UDG, flew around the local area "for some time," and then = landed at Hartsville Regional Airport (HVS), Hartsville, South Carolina. At= 1510 the private pilot refueled the airplane with 50 gallons of fuel and then at approximately 1610 took off alone and = returned to UDG. Sometime after returning to UDG, the private pilot took of= f again, this time not only with the pilot rated passenger he had been flyi= ng with earlier that day but, also with an additional pilot rated passenger.

At approximately 1819, a relative of the private pilot received a text mess= age asking him to come to HVS, as the landing gear would not come down. The= n at 1836 he received a second message to "Call 911." Around the = time that the private pilot sent the text, a witness observed the airplane pass by him numerous times during an appro= ximately 15 minute long period. The airplane was "low" to the gro= und. On the last pass, he could hear the airplane's engine running, and obs= erved the airplane fly across HVS about midfield at 600 to 700 feet above ground level, bank sharply to the left, pitch up = to about 25 degrees nose up, then descend rapidly in a nose high attitude u= ntil he lost sight of the airplane. Moments later, he heard the sound of im= pact, and observed a large fire ball and smoke.

Examination of the accident site revealed that the airplane had struck two = trees before making ground contact, and coming to rest next to a row of tre= es. Multiple pieces of wood were present on the ground which exhibited evid= ence of propeller strike marks.

Examination of the wreckage revealed that it had been exposed to a postcrash fire and that there was no evidence of any preimpact structural failure. The wing flaps were in the up position= , and flight control continuity was established from the cockpit flight con= trols, to the breaks in the system which showed evidence of tensile overloa= d and from the breaks in the system, to the mounting locations of the flight control surfaces.

Examination of the propeller revealed evidence of S-bending, leading edge g= ouging, and chordwise scratching. Examination of the engi= ne's single stage axial flow propulsor utilizing a = borescope revealed evidence of rotational scoring and reverse bendin= g on multiple turbine blades.

Examination of the landing gear system revealed that the landing gear handl= e was in the down position however, the nose landing gear was in the "= up" position. The left and right main landing gear were partially exte= nded, and the left main landing gear leg was fractured into two pieces. Examination of the main landing gear doors indi= cated that the right main landing gear door was closed during the impact se= quence and the left main landing gear door was open during the impact seque= nce. Examination of the hydraulic reservoir revealed it was not full, and only contained about 10 tablespoon= s of hydraulic fluid. During the examination, no leaks were discovered in t= he reservoir.

Further examination of the wreckage also revealed that the seat cushion for= the right rear seat was displaced from its normal mounting position and an= access panel which was located beneath that mounting location, and which w= ould allow access to the main landing gear actuators, had been removed. Examination of the panel revealed scratc= h and pry marks on its topside, near one edge, and an open jackknife was di= scovered on the floor in close proximity to the panel.

Index for Mar2014 | Index of months

 

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