Collegedale Muni Airport
Aircraft Accident/Incident Report

Collegedale, Tennessee 37363
Wednesday, September 3, 2014 15:22 EDT

On September 3, 2014, about 1522 eastern daylight time, an experimental amateur-built Lancair IV-P, N541EM, was substantially damaged when it impacted an open field within an industrial park near Collegedale Municipal Airport (FGU), Collegedale, Tennessee. The airplane had departed from McGhee-Tysons International Airport (TYS), Knoxville, Tennessee, at 1451. Day visual meteorological conditions prevailed and an instrument flight rules flight plan had been filed for the flight destined for Jackson-Medgar Wiley Evers International Airport (JAN), Jackson, Mississippi. The commercial pilot was fatally injured. The business flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Preliminary information from Federal Aviation Administration Air Route Traffic Control Center (ARTCC) revealed that the pilot reported on the Atlanta ARTCC frequency that he was at 11,000 feet and requested to deviate to the right for weather. The aircraft subsequently leveled at its filed cruising altitude of 16,000 feet above mean sea level (msl). Shortly after reaching cruise altitude the pilot reported that he was "having trouble holding altitude," descended to 15,000 feet msl, reported "engine problems," and then reported "instrument problems." The pilot subsequently requested to divert to Chattanooga-Lovell Field (CHA), Chattanooga, Tennessee. At 1513, the pilot reported that the airplane "lost engine power" and the corresponding radar return was approximately 7 miles north of FGU and indicated an altitude of 6,000 feet msl. Then the pilot reported "oil all over the windshield" and that he "could not see a thing." Subsequently the pilot reported "I cannot see it. I cannot make it. I am just looking for anything at this point" and that a forced landing was imminent." The last recorded radar transponder return for the flight was about 2 nautical miles north of FGU and in the vicinity of the accident location. The airplane was located in a grassy area of an industrial park. The airplane came to rest on its belly and the landing gear was retracted. The initial impact point was denoted as a ground scar created by the left wing of the airplane and the main wreckage came to rest 108 feet 8 inches from the initial impact ground scar. The nose of the airplane impacted the ground 16 feet 4 inches from the initial impact point and began with a ground scar similar in shape and dimension as the propeller flange. The debris field was on a 202 degree heading from the initial ground scar and the airplane came to rest on a 015 heading. Subsequent examination of the surrounding area revealed a composite piece of the tail was located about 510 feet and on a magnetic heading of 036 degrees from the initial impact sight. Examination of security video, obtained from a nearby facility, revealed that the airplane impacted the ground in a left wing down, slightly inverted attitude. Subsequently, the nose of the airplane impacted the ground, followed by the right wing. The security video further revealed a mist emanating from the wreckage similar in appearance to fuel spray from the breeched right fuel tank. The airplane exhibited various degrees of impact and crush damage and the empennage, aft of the most aft bulkhead, was separated, but remained in the immediate vicinity of the main wreckage. Both wings exhibited impact damage on the outboard approximate one-half of each wing. Rudder cable continuity was confirmed from both sets of rudder pedals to the rudder horn located in the tail through the cable cut that was made to facilitate recovery. However, the rudder was separated from the vertical stabilizer at the attach points during the accident sequence, and was located in the immediate vicinity of the stabilizer. Elevator push/pull tube continuity was confirmed from both side mounted control columns in the cockpit to the base of the vertical stabilizer mounting surface on the aft bulkhead. The elevator operated smoothly on the separated vertical stabilizer. Left aileron continuity was confirmed from the side mounted control columns in the cockpit to the left wing's fracture point on the outboard section of the wing; however, the aileron was impact separated but was in the vicinity of the wreckage. Right aileron continuity was confirmed from the side mounted control columns to the push/pull tube fracture point at the fuselage wall and from that fracture point to the aileron. Examination of the engine revealed that the propeller flange remained in place; however, the propeller had not been not located at the time of this writing. The propeller flange bolt holes were devoid of any bolts or bolt shanks and the holes were packed with soil from the nose impact point.

Not Yet Reported