N550NL is a 2005 Lancair Intl LANCAIR LEGACY FG. It is a fixed-wing single-engine aircraft with 2 seats. The registration is active, with the registrant based in Lakeway, TX. Its experimental airworthiness certificate was issued in Sep 2005. It has been registered to its current owner since Oct 2018. This page also carries 1 NTSB event.
- 21 years old
- Only 10 Lancair Intl LANCAIR LEGACY FG here
2018
2005
That's everything on file so far — TailWiki checks the FAA registry daily and adds new entries as N550NL's record changes.
On April 22, 2024, about 1826 central daylight time, an experimental Lancair Legacy FG airplane, N550NL, was destroyed when it was involved in an accident near Spicewood, Texas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
A review of ADS-B flight track data from the FAA revealed that the accident flight was the second flight of the day. The airplane departed from Garner Field Airport (UVA), Uvalde, Texas, about 1721 destined for Spicewood Airport (88R), Spicewood, Texas. The airplane flew over the airport and entered the traffic pattern for runway 17 about 1820. The last data point, at 1825:03, showed the airplane on a left base leg of the airport traffic pattern about 550 ft above ground level (agl). The ADS-B data did not capture the second landing attempt and subsequent go-around.
A witness, who was piloting an airplane in the traffic pattern at 88R, reported that he was communicating with the accident pilot on the airport’s common traffic advisory frequency (CTAF). The witness stated that the accident pilot announced his intention to land on runway 17, and the witness observed the airplane enter the traffic pattern and begin its approach to the runway. Shortly thereafter, the witness observed the airplane initiate a rapid and steep climb away from the runway, followed by a sharp, low altitude left turn. The accident pilot then announced over the CTAF that he was executing a go around. The witness announced his own position on the left downwind leg and informed the accident pilot that he was conducting a 360° turn to allow additional spacing. The witness reported that he last observed the accident airplane close to the runway, and shortly thereafter, observed a large fire east of the runway. He subsequently aborted his landing approach and reported the accident to air traffic control. The witness stated that he did not observe the second go around by the accident airplane and he did not hear the pilot report any anomalies with the airplane over the CTAF.
Another witness, located at the airport, reported the accident airplane’s first approach to land was “fast” and the airplane “ballooned.” There was a wind gust at the time, and the pilot initiated a go-around. On the second approach, the nose landing gear nearly struck the runway before the airplane banked to the left. The witness heard the engine power increase, and the airplane began to climb “straight up,” yawed to the left, and then went “straight down.”
The pilot’s logbook was located in the wreckage and was mostly consumed by fire. A review of the logbook revealed that the pilot’s last flight review was completed on June 10, 2023. Thermal damage noted to the logbook precluded verification of the pilot’s total and recent flight experience in the make and model airplane.
The flight instructor who completed the pilot’s flight review on June 10, 2023, reported that the pilot flew to the required standards; however, he noted that without use of the autopilot, the pilot had trouble maintaining the airplane on course. The instructor further reported that he felt the accident airplane was not a good fit for the pilot’s abilities.
The airplane’s maintenance logbooks were not available for review; however, the family provided the pilot’s mechanic logbook, which showed that he performed several maintenance tasks on the accident airplane, including adjustment of the propeller governor, two days before the accident flight.
At the time of the accident, the sun was 20° above the horizon at an azimuth of 273°. Visual meteorological conditions prevailed in the area, and several nearby airports reported gusting wind around the accident time. The closest weather reporting site to the accident airport was Rusty Allen Airport (RYW), located about 8 miles east of the accident airport. About 10 minutes before the accident, the RYW automated observation recorded wind from 180° at 5 kts gusting to 14 kts, with wind direction variable between 140° and 220°.
About 10 minutes after the accident, the RYW automated observation recorded wind from 170° at 6 kts gusting to 14 kts.
The airplane’s maintenance logbooks were not available for review; however, the family provided the pilot’s mechanic logbook, which showed that he performed several maintenance tasks on the accident airplane, including adjustment of the propeller governor, two days before the accident flight.
The accident site was located in a wooded area about 350 ft east of the runway. The airplane impacted the ground on a 125° magnetic heading and came to rest in an upright position on about a 210° magnetic heading about 20 ft from its initial point of impact. The majority of the airplane was consumed by a postimpact fire. All major components of the airplane were present at the accident site.
Partial flight control continuity was established throughout the airframe. The aileron and elevator push-pull control tubes were consumed by fire. The right rudder control cable remained attached to the rudder pedal assembly and was continuous to the rudder bellcrank. The left rudder control cable remained attached to the rudder bellcrank and was impact-separated from the rudder pedal assembly. The extension of the flap actuator corresponded to a full flap (40°) position.
The engine came to rest inverted and exhibited impact and thermal damage. Borescope examination of the cylinders did not reveal any anomalies. The crankshaft was rotated via an accessory gear drive. Crankshaft, camshaft, and valvetrain continuity were confirmed to the rear accessory section of the engine, and thumb compression and suction were attained on all four cylinders. Thermal damage precluded functional testing of the ignition system. No anomalies were noted during the examination of the fuel system.
The propeller was impact-separated from the engine. Both propeller blades exhibited chordwise abrasions, leading-edge gouges, and longitudinal twisting. Torsional deformation was noted to the propeller spinner.
Although the airplane was destroyed from the impact sequence and postimpact fire, there were no mechanical anomalies noted with the airframe and engine.
Airplane Pilot’s Operating Handbook
According to the Lancair Legacy FG pilot’s operating handbook (POH), the flaps are electrically operated by a single electric two-way motor, which drives a jack screw to extend and retract the flaps. A limit switch assembly with the full up and down limit switches are attached to the actuator shaft. Partial flaps are obtained by timing the actuation of the control switch.
The balked landing (go-around) checklist states that the flaps should be retracted to 20° after engine power is applied and a climb established.
Airplane Flight Characteristics
FAA Advisory Circular 90-190A, Transition to Unfamiliar Aircraft, classifies the Lancair Legacy FG airplane as having high-inertia and/or low-drag flight characteristics, meaning that is an airplane that decelerates slowly when power is removed. This document discusses the inherent risks/hazards of this type of airplane and states in part:
Airplanes in this family are generally fast, efficient, and may have significant range; however, the hazard is that unless managed, these airplanes can build excessive speed during critical flight phases such as approach and landing.
The risk of unmanaged speed includes overshooting final approach, inadvertent stalls, loss of control, wheel barrowing, and runway excursions.
An autopsy of the pilot was performed by the Hill Country Forensics, Georgetown, Texas, which listed the cause of death as blunt force injuries and manner of death as accident. The pilot’s autopsy identified an area of 80% narrowing of the left anterior descending coronary artery with additional mild narrowing of the other coronary arteries.
Toxicology testing at the FAA Forensic Sciences Laboratory detected cetirizine in aortic blood at 14 ng/mL and in urine at 326 ng/mL.
Cetirizine is a second-generation antihistamine medication that is available over the counter and is commonly used to treat allergy symptoms. Cetirizine often carries a warning that users may experience drowsiness and should be careful when driving a motor vehicle or operating machinery. Data on sedation and psychomotor impairment from cetirizine are mixed, with some studies finding some sedating and impairing effects. The FAA states that pilots should wait 48 hours after using cetirizine before flying, to allow time for the drug to be cleared from circulation.
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