Piper PA-46-310P Malibu JetPROP DLX, N236KM: Fatal accident occurred September 20, 2020 in Hilltop Lakes, Leon County, Texas

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. 

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entities: 

Federal Aviation Administration / Flight Standards District Office; Houston, Texas

Piper Aircraft Inc; Vero Beach, Florida 

https://registry.faa.gov/N236KM

Location: Hilltop Lakes, TX

Accident Number: CEN20LA402

Date & Time: September 20, 2020, 10:50 Local 

Registration: N236KM

Aircraft: Piper PA46 

Injuries: 4 Fatal

Flight Conducted Under: Part 91: General aviation - Personal

On September 20, 2020, about 1050 central daylight time (CDT), a Piper PA-46-310, N236KM, was substantially damaged when it was involved in an accident near Hilltop Lakes, Texas. The commercial pilot and 3 passengers sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

While in cruise flight at 19,000 ft mean sea level (MSL), the pilot declared an emergency to air traffic control (ATC) and stated that the airplane had lost engine power and that he needed to divert. The pilot elected to divert to Hilltop Lakes Airport (0TE4), which was about 5 miles south of his position. Archived FAA automatic dependent surveillance-broadcast (ADS-B) data revealed that when the airplane was about 5 miles west of 0TE4, a descent was initiated from 19,000 ft and the airplane proceeded directly to, and circled around, the airport while descending. ADS-B data was lost about 3 miles northeast of the airport, as the airplane descended below the floor of the ADS-B reception capability.

Commercially available flight track data, which aggregates and georeferences FAA data sources, continued to receive aircraft data as the airplane turned to a final approach segment. The last data point showed the airplane about 1 mile north of the approach end of runway 15 at 0TE4 at an altitude of 1,250 ft, 169 knots ground speed and on a ground track of 145°.

Witnesses located about ¼ mile south of the end of runway 15 reported seeing what they described as the airplane taking off, before noticing the propeller was not turning. They stated they saw the airplane in a left bank just prior to the nose dropping and the airplane impacting the ground in a near vertical attitude.

The airplane came to rest along a road about 200 ft south of the airport property. The airplane impacted the terrain in a nose low, near vertical attitude and sustained substantial damage to fuselage and both wings.

The airplane was equipped with a Pratt & Whitney PT6A turboprop engine that had been installed in accordance with Supplemental Type Certificate ST00541SE. 

A detailed wreckage and engine examination is pending.

Aircraft and Owner/Operator Information

Aircraft Make: Piper 

Registration: N236KM

Model/Series: PA46 310P 

Aircraft Category: Airplane

Amateur Built: No

Operator: 

Operating Certificate(s) Held:None

Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC 

Condition of Light: Day

Observation Facility, Elevation: KCLL,320 ft msl

Observation Time: 10:53 Local

Distance from Accident Site: 22 Nautical Miles 

Temperature/Dew Point: 24°C /16°C

Lowest Cloud Condition: Clear 

Wind Speed/Gusts, Direction: 10 knots / , 20°

Lowest Ceiling: None 

Visibility: 10 miles

Altimeter Setting: 30.08 inches Hg 

Type of Flight Plan Filed: IFR

Departure Point: Horseshoe Bay, TX (KDZB) 

Destination: Natchitoches, LA (KIER)

Wreckage and Impact Information

Crew Injuries: 1 Fatal 

Aircraft Damage: Substantial

Passenger Injuries: 3 Fatal 

Aircraft Fire: None

Ground Injuries: 

Aircraft Explosion: None

Total Injuries: 4 Fatal 

Latitude, Longitude: 31.073888,-96.213333 (est)

Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email eyewitnessreport@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov.

Kenneth and Missy Hix

Mr. Kenneth Lloyd Hix and Mrs. Missy Lynn Toups Hix of Lafayette, Louisiana died on September 20, 2020, both at the age of 59. A Memorial Service celebrating their lives will be held on Friday, September 25, 2020 at St. Jules Catholic Church at 10:00 AM. The family will receive friends on Thursday, September 24, 2020 from 4:00 PM to 8:00PM at St. Pius X Catholic Church. Visitation will continue Friday, September 25, 2020 at St. Jules Catholic Church beginning at 9:00 AM until the time of service. Reverend Dan Edwards, Pastor of St. Jules Catholic Church in Lafayette, will conduct the funeral services. Survivors include their two sons, Austin J. Hix of Lafayette and Connor J. Hix of Lafayette; Missy Toups Hix parent’s, Anson and Ruth Toups, and her siblings, Kitty Toups, Rusty Toups, Kelly and (Kris) Toups, Toby and (Tessie) Toups, and numerous nieces and nephews; Kenny Hix’s mother, Jo Condray Hix and sister, Karen Hix-Cherico. Kenny was preceded in death by his father John Lloyd Hix. 

Kenneth Hix was born January 14, 1961 in Lafayette, LA. He spent his childhood growing up in Natchitoches, LA, as well as traveling around the world with his educator-parents and beloved sister. Kenny attended college at Northwestern State University, where in addition to following in his footsteps as an overachiever in all aspects of his life, he would meet his best friend and wife Missy Lynn Toups. Kenny then attended law school at Louisiana State University, before returning to Lafayette, a city he loved so much, to practice law and start a life. In addition to his practice of law, Kenny found great success in several fields of business, always applying his trademarked brand of diligence, rigor, kindness, and generosity to any endeavor he put his mind to. Never braggadocios, Kenny chose to measure the great success he found in life not in achievements or acclaim, but rather in the countless lives he touched and many friends he made along the way. None of this success would have been possible without the tireless efforts of Kenny’s personal life-manager and wife, Missy Hix.

Missy Lynn Toups was born on January 8, 1961 in Galliano, LA to a large family of relentlessly headstrong individuals. Determined to make a life for herself, Missy left the bayou and attended college in Natchitoches, LA at Northwestern State University where she would meet her future husband and lifelong project, Kenny Hix. Always supportive, Missy worked hard to put Kenny through law school and provide for their family while Kenny was establishing himself as the successful businessman he would become. Missy made sure that every aspect of her family’s life was meticulously maintained, a task she found delight in. Those who had the privilege of knowing Missy will remember her for her warmth, her generosity, and her uncanny excellence in hosting friends in her home or anywhere people would gather, whether or not they wanted her to do so. Missy’s one desire in life seemed to be making sure everyone around her was always happy and well-fed, a task she always seemed to accomplish. Both Missy and Kenny loved the Acadiana community. Though neither one ever attended class at the University of Louisiana at Lafayette, both were honorary alums.

Missy and Kenny were avid supporters of Ragin Cajun athletics, and could often be found at UL games. Devout Catholics, the couple found numerous ways to give themselves to the greater Acadiana Community. Through their activities with Lourdes Hospital, the VA hospital, Angel Air, United Way, and the Miles Perret Center; Missy and Kenny’s first thought was always of helping others.

A rosary will be prayed in their honor on Thursday, September 24, 2020 as St. Pius X Church at 6:30 PM. In lieu of flowers, the family requests that donations be made in the names of Kenny and Missy Hix to the Diocese of Lafayette, 1408 Carmel Drive Lafayette, LA. 70501.

Philip and Pauline Soileau Ackel

A Mass of Christian Burial for Philip Anthony Ackel and Pauline Soileau Ackel will be celebrated at 2:00 pm Thursday, September 24th at The Minor Basilica of the Immaculate Conception Catholic Church with Rev. Craig Scott and Rev. John O’Brien officiating.  Burial will follow at The Catholic Cemetery in Natchitoches.  Visitation will be from 9am – 1pm on Thursday, September 24th at Blanchard-St. Denis Funeral Home.

Philip and Pauline Ackel went to be with the Lord on Sunday, September 20, 2020.  The inseparable Philip and Pauline met at Northwestern State University and were treasured friends of the Natchitoches community.  As devout Catholics they lived a happy and faith-filled life as best friends for over 34 years. Philip and Pauline enjoyed travelling and entertaining; Philip with his love of cooking and Pauline as the perfect hostess to all. Together with the Ackel family, for many years, Christmas Festival day was extra special as Melba and Latief’s home was opened to friends, family and out of town guests. They loved spending time with their family and friends, and an afternoon cruising down Cane River was the ideal end to any weekend.  They spent many years supporting and serving St. Mary’s School, were active in the Mystic Krewe de St. Denis, and served the Mystick Krewe of Louisianans in Washington DC for many years. As alumni of Northwestern State University, they were active supporters their entire lives.  Their children and grandchildren were the light of their lives.

Philip was born on July 11, 1961, in Alexandria, LA, the fourth child of John Latief and Melba Masson Ackel, of Natchitoches.  He graduated with the 1979 class of St. Mary’s High School and from Northwestern State University, earning a B.S. in Business.  Philip was a member of Kappa Alpha Fraternity and the Natchitoches Jaycees.  He was instrumental in continuing the legacy begun by his father and uncle as a member of the local men’s group, The Agitators.  Philip joined his mother and father in the family business, Ackel Brothers Store until 1994.  At the time of his death, Philip had been employed by the Louisiana Department of Agriculture for over 25 years.  Philip was an avid outdoorsman.  He enjoyed hunting and fishing, which he and his brother learned at an early age from their father.  Philip was the ultimate host - the first to invite family and friends to join he and his son on their many hunting adventures and to create family cookouts, tailgates, and lots of family fun.  Philip’s Lebanese heritage was of utmost importance to him. He perfected recipes handed down from family and always had something prepared to share.  He was the family historian, as well.

Pauline was born on August 6, 1960 in Opelousas, LA to James Rayburn and Barbara Robin Soileau of Opelousas.  Pauline attended Amy Bradford Ware and later Northwestern State University earning a B.S. in Nursing.  While at Northwestern, Pauline was a member of Tri Sigma Sorority and was selected as a member of the NSU Homecoming Court.  She later attended Texas Wesleyan in Fort Worth, TX, earning a Masters Degree in Health Science and a certificate of Nurse Anesthesia.  Pauline served as a registered nurse for the Louisiana School for Math, Science and the Arts and for over 20 years she served as a Certified Registered Nurse Anesthetist at Rapides Regional Medical Center. She was a sustaining member of the Natchitoches Service League.  Pauline’s smile was a light in every room, her dedication to her patients was mirrored in her personal life through her unwavering care and concern for others.

The legacy of Philip and Pauline, Mom and Dad, Lovee and Papa, will forever be remembered as a loving and faithful couple, that aimed to bring joy, love, and laughter to everyone they encountered.

Philip was preceded in death by his parents, John Latief Ackel and Melba Masson Ackel. 

Pauline was preceded in death by her father, James Rayburn Soileau and her brother-in-law, Jamie Gibson. 

Philip and Pauline are survived by their daughter, Ashli Ackel Plemmons and husband Britton, son Abraham Philip Ackel and wife Kaylee (Beaubouef); grandchildren Jackson James Plemmons, Olivia Britton Plemmons and Pierce Wilder Plemmons. Mother, Barbara Robin Soileau; Sisters Rebecca Ackel Lavespere, husband Eugene; Martha Ackel Murphy, husband Pete; Paula Gibson Bourque, husband David; Katherine Soileau Simoneaux, husband Kevin. Brothers John Ernest Ackel, wife Donna; and Mark James Soileau, wife Mary.  Philip and Pauline were the most special aunt and uncle to Aimee Lavespere, Evan Kyzar, Logan Kyzar, Hillary Ackel Bodden, Madison Ackel.  Jordan Gibson, Peyton Gibson, William Gibson, Hunter Simoneaux, Kaitlin Simoneaux Boudreaux, Natalie Simoneaux, Tyler Soileau and Andre’ Soileau.

Honored to serve as pallbearers are their nephews, Jordan Gibson, Evan Kyzar, Peyton Gibson, Hunter Simoneaux, William Gibson, Logan Kyzar, Tyler Soileau, and Andre’ Soileau

In lieu of flowers, please sponsor a child through unbound.org, or make a donation to a Catholic Church of your choice in memory of Philip and Pauline.

Due to the current COVID-19 guidelines, social distancing will be observed and masks will be required.  Please note that both locations will have limited capacity. 

Loss of Engine Power (Total): Lancair IV-P, N420M; fatal accident occurred August 03, 2017 near McClellan Airfield (KMCC), Sacramento County, California

Dr. Marshall Michaelian

The National Transportation Safety Board traveled to the scene of this accident. 

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Sacramento, California

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

http://registry.faa.gov/N420M

Location: Rio Linda, CA

Accident Number: WPR17FA179

Date & Time: 08/03/2017, 1503 PDT

Registration: N420M

Aircraft: Michaelian Lancair IV-TP

Aircraft Damage: Substantial

Defining Event: Loss of engine power (total)

Injuries: 1 Fatal

Flight Conducted Under: Part 91: General Aviation - Personal 

On August 3, 2017, at 1503 Pacific daylight time, an experimental, amateur-built Lancair IV-TP, N420M, was substantially damaged when it was involved in an accident near Rio Linda, California. The commercial pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

An onboard GPS and avionics unit captured data from the accident flight; the airplane departed Auburn Municipal Airport (AUN), Auburn, California, about 1455. The pilot established the airplane on a heading of about 195° toward the destination of San Carlos, California and began to climb. The pilot contacted air traffic control and requested visual flight rules flight following to the destination, and when the controller advised the pilot that the airplane had been identified on radar, the pilot did not respond. The controller then saw the airplane turn and descend toward McClellan Airfield (MCC), Sacramento, California; no further communications were received from the accident pilot. (See Figure 1).

Figure 1: Flight Track Showing Diversion

Data showed that, at 1459:17, the fuel pressure began to rise from about 40 pounds per square inch (psi) to 43 psi. A few seconds later, after reaching 6,492 ft mean sea level (msl), the airplane pitched down and banked to the left, reaching 25° nose down and 36° left wing down. At 1459:24, torque and N1 (gas generator speed) were at 64% and 95%, respectively, and 15 seconds later, began to decrease consistent with the engine producing idle power. During that time, the oil pressure dropped from about 31 to 15 psi and fuel flow was reduced from 46 to 16 gallons per hour; the interstage turbine temperature decreased from 1,118°F to 786°F.

At 1459:53, the oil pressure increased to 28 psi and the voltage began to slowly decrease from 28 volts, consistent with the generator turning off and the airplane being powered by the standby alternator. The N1 stabilized about 65%, and the engine torque dropped to about 8%. At 1501:41, N1 began to decrease again and reached 0 about 15 seconds later, with a simultaneous decrease in oil pressure and ITT. At 1502:00, the aircraft banked about 40° to the left, aligning with runway 16 at MCC.

During the last 38 seconds of the flight, the airplane lost about 425 ft of altitude while slowing from 125 knots (kts) to 89 kts. During this time, the engine torque and N1 were 0, while the propeller rpm consistently slowed from 1,746 to 948. The next data point, 1 second later, depicted the airspeed as 0, and several parameters showed discontinuities consistent with impact.

Witnesses saw the airplane flying south along 28th Street toward MCC at low altitude. The airplane then made a sharp turn to the right and disappeared into the trees.

After the accident, the pilot's family listened to the radio transmissions for the final portion of the flight and they stated that they heard the pilot make three radio transmissions, the second of which was not discernable aside from the airplane's registration number. The third transmission was (presumably) the pilot acknowledging a controller's directions to squawk a discrete code by pressing the microphone; the pilot did not report an emergency or convey that he was in distress. 

Pilot Information

Certificate: Commercial

Age: 71, Male

Airplane Rating(s): Multi-engine Land; Single-engine Land

Seat Occupied: Left

Other Aircraft Rating(s): None

Restraint Used:

Instrument Rating(s): Airplane

Second Pilot Present: No

Instructor Rating(s): None

Toxicology Performed: Yes

Medical Certification: Class 3 With Waivers/Limitations

Last FAA Medical Exam: 10/01/2014

Occupational Pilot: No

Last Flight Review or Equivalent: 02/01/2016

Flight Time:  (Estimated) 7300 hours (Total, all aircraft) 

The pilot's personal flight records were not recovered. On his last application for a medical certificate, the pilot reported 7,000 total hours of flight experience. 

Aircraft and Owner/Operator Information

Aircraft Make: Michaelian

Registration: N420M

Model/Series: Lancair IV-TP

Aircraft Category: Airplane

Year of Manufacture: 2004

Amateur Built: Yes

Airworthiness Certificate: Experimental

Serial Number: LIV 071

Landing Gear Type: Retractable - Tricycle

Seats: 4

Date/Type of Last Inspection: 08/04/2016, Condition

Certified Max Gross Wt.:

Time Since Last Inspection: 61 Hours

Engines: 1 Turbo Prop

Airframe Total Time: 934.7 Hours at time of accident

Engine Manufacturer: Diemech Turbines

ELT: Installed

Engine Model/Series: M601D

Registered Owner: Pilot Proficiency Inc.

Rated Power: 750 hp

Operator: On file

Operating Certificate(s) Held: None

The Lancair IV-TP was an experimental, amateur-built airplane constructed mainly of composite materials The pilot purchased the kit directly from Lancair International Inc., in November 1995. The airplane received a special airworthiness certificate in the experimental category in September 2004. The logbook entry on August 4, 2016, stated that "a list of discrepancies and unairworthy items" were provided to the airplane's owner. This list, and the mechanic who performed the inspection, could not be located after the accident. The pilot recorded that he replaced the starter/generator in July 2016 at a total time of 868.0 hours.

Engine and Propeller

The Diemech M601D engine is a two-spool engine comprising a gas generator that drives a power turbine, which drives a reduction gearbox. The gas generator compressor consists of two axial flow stages and one centrifugal stage. Inlet air enters the compressor section radially just forward of the accessory section and travels forward through the compressor. The exiting compressor air enters an annular combustor to mix with fuel for the combustion process. The gas generator turbine nozzles then direct the expanded flowpath gases to the gas generator turbine, which directs the exiting gases to the power turbine for the final power extraction before exiting the engine forward of the compressor inlet.

The power turbine drives the propeller system by means of the reduction gearbox. The accessory gearbox, which is located on the aft end of the engine drives all engine accessories by a direct shaft coming from the compressor spool. Typical engine accessories are the main fuel pump, fuel control unit, starter/generator, hydraulic pump, and the propeller governor, which is driven by the reduction gearbox located at the front of the engine.

The oil system is a circulatory pressure system with an integral oil tank incorporated into the accessory gearbox. This system provides lubrication for all areas of the engine and oil pressure for the torque meter and propeller pitch control.

The powerplant was controlled by three sets of levers. The power lever controlled the power output of the engine and the propeller blade angles in Beta and reverse. The propeller lever controlled the propeller speed via the primary propeller governor and emergency propeller feathering. The condition lever actuated the fuel shutoff valve and, if an emergency circuit was on, controlled engine power.

The propeller was equipped with an overspeed governor on the cylinder front face, which featured an internal spring-loaded weighted valve. Centrifugal forces of the propeller rpm act on the weighted valve, and once the spring pressure is overcome, the valve opens, allowing oil from the low pitch area in the hub to the drain until the rpm decreases to correspond with speed setting.

The airplane was not equipped with an emergency electric propeller feather pump; thus, emergency feathering could be activated by moving the propeller lever onto the feather stop. However, this required the gas generator portion of the engine to still be operating, since the gas generator drove the main oil pump and provided oil pressure to the propeller for pitch control and emergency feathering. However, when an engine loses power for any reason, the gas generator section quickly stops rotating and there is no engine oil pressure available to feather the propeller. With no engine power to turn the propeller, it will quickly stop rotating, making the counterweights and aerodynamic pressure on the rotating blades the only driving force available to feather the propeller. Unless the pilot immediately moves the propeller conditioning lever into the feather stop when the engine loses power, the propeller will effectively be locked at the blade pitch that was selected at the time of the engine failure.

Fuel System

The airplane was last fueled on July 29. According to the refueling technician, the pilot requested that the airplane be refueled to capacity, and the records indicated he purchased 103 gallons of Jet A. The technician recalled filling both of the wing tanks; he noted that the pilot rarely filled the belly tank. Onboard data indicated that the right and left fuel tanks each contained about 20 gallons of fuel before the flight, but the total amount of fuel onboard was unknown.

The fuel system comprised two 56-gallon wing tanks and a 36-gallon belly tank; all tanks fed into a 24-gallon header tank. From the header tank via an electric boost pump, the fuel passed through a filter and continued by the fuel pressure sensor and then the fuel flow sensor to the fuel control unit (FCU). The fuel pressure and flow rate displayed on the instrument panel were based on what the pressure header tank supplied to the FCU. The header tank was equipped with a vent line.

The airplane was equipped with a VR Avionics Fuel System Management (FSM), which was designed to automatically select the fuel tank with the lowest quantity as the feeder tank. In an effort to equalize the fuel level, the tank would be switched to the lowest when an imbalance of 3 gallons was reached. The system additionally monitored the fuel pumps and fuel pressure, providing the pilot with an annunciation if the levels were low. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions

Condition of Light: Day

Observation Facility, Elevation: KMCC, 77 ft msl

Distance from Accident Site: 2 Nautical Miles

Observation Time: 2155 UTC

Direction from Accident Site: 178°

Lowest Cloud Condition: Clear

Visibility:   10 Miles

Lowest Ceiling: None

Visibility (RVR):

Wind Speed/Gusts: 6 knots /

Turbulence Type Forecast/Actual:

Wind Direction: 240°

Turbulence Severity Forecast/Actual:

Altimeter Setting: 29.87 inches Hg

Temperature/Dew Point: 37°C / 7°C

Precipitation and Obscuration: No Obscuration; No Precipitation

Departure Point: AUBURN, CA (AUN)

Type of Flight Plan Filed: VFR

Destination: SAN CARLOS, CA (SQL)

Type of Clearance: VFR Flight Following

Departure Time: 1454 PDT

Type of Airspace:

Airport Information

Airport: MC CLELLAN AIRFIELD (MCC)

Runway Surface Type: Concrete

Airport Elevation: 76 ft

Runway Surface Condition: Dry

Runway Used: 16

IFR Approach: None

Runway Length/Width: 10599 ft / 150 ft

VFR Approach/Landing:  Forced Landing; Straight-in

Wreckage and Impact Information

Crew Injuries: 1 Fatal

Aircraft Damage: Substantial

Passenger Injuries: N/A

Aircraft Fire: None

Ground Injuries: N/A

Aircraft Explosion: None

Total Injuries: 1 Fatal

Latitude, Longitude: 38.703889, -121.401667 

The accident site was in the back yard of a residence located at the corner of two streets. Powerlines were located 190 ft north of the wreckage with two support structures (wood poles) on both sides of the street about 73 ft apart. A powerline about 190 ft from the main wreckage exhibited several bends in the center area consistent with airplane impact. (See Figure 2)

Figure 2: Accident Site

The airplane came to rest upright on level terrain oriented on an approximate 100° magnetic heading. The main wreckage, which comprised a majority of the airframe and engine, was located about 1.3 nautical miles (nm) from the approach end of runway 16 at MCC.

The airframe remained relatively intact and the cockpit sustained minor crush damage. The throttle was between the mid- and full-throttle positions; the propeller lever was at feather and the condition lever was mid-range. The throttle quadrant retention clip was displaced and the throttle lever was slightly bent. It could not be determined if the clip displacement was the result of cockpit deformation at impact.

The generator switch was selected to "on," and the generator circuit breaker was out. The air conditioner switch was "on."

Fuel System

According to the recorded airplane data, the fuel pressure remained relatively stable through the flight. After the accident, the left and right fuel pumps were selected to "auto" and the center pump was selected to "off." During post-accident examination, the fuel line was detached from the FCU and the system was activated. Upon activation of the boost pump, about 20 gallons of fluid was pumped from the header tank at a flow rate of about 70 gph, consistent with normal operation.

An external examination revealed that the FCU had sustained impact damage, and whether there was air in the system could not be determined. Functional testing of the FCU and hydromechanical system revealed no anomalies that would have prevented normal operation. The mechanical fuel pump was removed and disassembled, revealing that its shaft was intact. There was no evidence of excessive wear or pre-impact damage that would have prevented normal operation.

Engine Examination

The engine was removed and placed in a test cell for operational testing. The engine started normally. The propeller was cycled twice from fine to feather pitch to purge the propeller piston cavity of air. After an initial idle period, the engine power was increased to 85% N1. Acceleration and deceleration behavior were acceptable, with no indications of hesitation, stall, or flameout.

The examination revealed no evidence of pre-impact mechanical malfunction or failure that would have precluded normal operation.

Propeller Examination

The propeller was generally intact and clean. The spinner was not present. When one blade was rotated around its span axis, all other blades rotated in unison, consistent with internal mechanical integrity. There was no evidence of positive blade twisting along the span axis, which is normally observed when the propeller is being driven with engine power at impact. The leading edges of all the blades, although abraded from normal use, displayed no evidence of soft or hard body impact damage. A geometric analysis of shear damage to the bearing ring concluded that the blades were at the minimum flight angle (low pitch stop) of about 18° to 20°, or fine pitch. The emergency condition of the blades during an engine problem should be feather, or 90°; the dual-acting propeller was not equipped with an internal feathering spring.

Propeller Governor

An external visual examination revealed that the propeller governor was undamaged. Oil was seen exiting the mounting flange passages. The accident airplane was not equipped with an emergency electric propeller feathering pump. According to Lancair, there was no requirement or installation guidance for such a system.

The airplane was equipped with a VR Avionics Turbine Starter Limiting/Monitoring System (TSLM). It was designed to act as a start sequence controller, an engine protection limiter, and an engine monitor/recorder. Data from the unit indicated that the pilot did not attempt to restart the engine during the flight. 

Medical And Pathological Information

The County of Sacramento Coroner, Sacramento, California, completed an autopsy on the pilot. The cause of the pilot's death was listed as blunt force injuries. Atherosclerotic disease was reported as a finding, with up to 70% and 60% stenosis in the left anterior descending branch and right coronary arteries, respectively. An area of fibrosis, confirmed by microscopic exam, was also reported, consistent with a remote myocardial infarction. No other significant natural disease was identified. These findings placed the pilot at some increased risk for a sudden cardiac event, including a heart attack or arrhythmia. First responders reported that the pilot stopped breathing shortly after being extricated from the wreckage.

Toxicology testing performed at the FAA's Forensic Sciences Laboratory was negative for carbon monoxide and ethanol. The results were positive for Atorvastatin and Pioglitazone.