Omaha, NE, USA
N330RM
Manarin/Johnson Lancair IVP
N55526
Piper PA-28-140
The Lancair was performing a forced landing, and during the landing, the airplane "slid across the field-runway," collided with a taxiing Piper PA-28-140 in the ramp/taxi area, and impacted an airport perimeter fence before coming to rest. The Lancair pilot reported that during a climbing left turn from crosswind to downwind the engine experienced a loss of power. He immediately began a glide back toward the airport while attempting to restart the engine. The flight instructor aboard the Piper reported that he and his student were taxiing to runway 12 when he noticed the Lancair about 50 yards behind his right wing traveling at a high speed toward their position. The Lancair impacted the aft-side of their right wing. The Lancair touched-down in the grass area alongside the northeastern edge of runway 12, approximately midfield. There were ground impressions, consistent with tire marks, which proceeded across the runway and into the grass area on the opposite side of the runway. The direction of travel was approximately 270 degrees magnetic. There were twelve propeller slash marks in the runway pavement. All three propeller blades of the Lancair exhibited tip curling, blade twist, and leading edge abrasion. The engine was sent to the manufacturer for an operational test run. The engine started on the first attempt and idled without excessive fluctuations in engine RPM. The engine did not experience any hesitation, stumbling, or interruption in engine operation at various power settings. The engine demonstrated the ability to produce rated horsepower.
On August 4, 2006, at 1415 central daylight time, an amateur-built Manarin/Johnson Lancair IVP, N330RM, piloted by a private pilot, experienced a loss of engine power shortly after takeoff from runway 12 (3,801 feet by 75 feet, concrete) at the Millard Airport, Omaha, Nebraska. During the subsequent forced landing, N330RM collided with a taxiing Piper PA-28-140, N55526. Visual meteorological conditions prevailed at the time of the accident. Both airplanes were substantially damaged during the ground collision. Both airplanes were operating under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The occupants aboard both airplanes were not injured. N330RM had the intended destination of Spencer Municipal Airport (SPW), Spencer, Iowa, and N55526 was departing for a local instructional flight. The Lancair pilot reported that during a climbing left turn from crosswind to downwind the engine experienced a loss of power. He immediately began a glide back toward the airport while attempting to restart the engine. During the forced landing, the airplane "slid across the field-runway," collided with another airplane in the ramp/taxiway area, and impacted an airport perimeter fence before coming to rest. The pilot and his passenger were able to exit the airplane without injury. The flight instructor aboard the Piper reported that he and his student were taxiing to runway 12 when he noticed an airplane about 50 yards behind his right wing traveling at a high speed toward their position. The airplane impacted the aft-side of their right wing. After the impact, the flight instructor told his student to stop the airplane as he pulled the fuel mixture to idle/cutoff. After coming to a full stop, the flight instructor and student exited the airplane without injury. The flight instructor noted that Lancair pilot did not make a distress call over the common traffic advisory frequency (CTAF) advising of their emergency or intention to land. The Lancair touched-down in the grass area alongside the northeastern edge of runway 12, approximately midfield. There were ground impressions, consistent with tire marks, which proceeded across the runway and into the grass area on the opposite side of the runway. The direction of travel was approximately 270 degrees magnetic. There were twelve propeller slash marks in the runway pavement. The Lancair came to rest entangled in the airport perimeter fence adjacent to a vehicle parking area. All three propeller blades exhibited tip curling, blade twist, and leading edge abrasion. The engine, a Teledyne Continental Motors TSIO-550-B1B, serial number 802065, was sent to the manufacturer for an operational test run under the supervision of the NTSB investigator-in-charge. The engine was installed in a test cell and outfitted with a test club propeller. The engine started on the first attempt and idled without excessive fluctuations in engine RPM. The engine speed was increased incrementally to 2,600 RPM over a period of 25 minutes. The engine ran at each incremental power setting for a period of 5 minutes without anomaly. The engine throttle was then cycled several times between idle and maximum power settings in quick succession. The engine did not experience any hesitation, stumbling, or interruption in engine operation during the engine test run. The engine demonstrated the ability to produce rated horsepower. The engine was last inspected on May 5, 2006, at 755.1 hours total time, during an annual condition inspection. The engine was last overhauled on May 23, 2002, and had accumulated 304.1 hours since the overhaul.
The loss of engine power for undermined reasons, the unsuitable landing area selected by the pilot during the forced landing, and his failure to maintain separation from the taxiing airplane. Contributing factors to the accident was the presence of the taxiing airplane and the airport perimeter fence.
Source: NTSB Aviation Accident Database
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