Lancair LC42 - 550FG accident near Winston-Salem, North Carolina, March 31, 2013
On March 31, 2013 at about 4:50 pm local time, a 2003 Lancair LC42 - 550FG, registered N6506L, was destroyed in an accident during enroute (cruise) near Winston-Salem, North Carolina (Smith Reynolds airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to detect multiple indications and cues in the cockpit of the steady loss of engine oil pressure, which resulted in a catastrophic engine failure over terrain unsuitable for landing. Also causal was the loss of internal engine lubrication for reasons that could not be determined during postaccident examinations due to postcrash fire damage.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 31, 2013 · about 4:50 pm local time
- Place
- Winston-Salem, North Carolina · Smith Reynolds · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Lancair LC42 - 550FG, built 2003
- Registration
- N6506L · no longer on the register · serial 42003
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was in cruise flight about 5,000 feet mean sea level (msl) in instrument meteorological conditions when the pilot declared an emergency and reported a loss of "fuel pressure" and engine power. The air traffic controller vectored the airplane toward the nearest airport, and, during the descent and when the airplane was about 6 miles from the airport, the pilot reported that smoke was in the cockpit and that the engine was "barely" producing power. No further transmissions were received from the pilot. The airplane collided with flat, wooded terrain and was significantly damaged by postcrash fire. Data downloaded from the primary and multifunction cockpit displays indicate that the engine began steadily losing oil pressure during the airplane's initial climb until it leveled off at a cruise altitude of 5,000 feet msl. Data suggest that, at that time, the pilot leaned the fuel mixture for cruise flight. Although the pilot could have detected the decreasing oil pressure at that time, he did not report a loss of fuel pressure and engine power to the air traffic controller until about 6 minutes later. Data also indicate that there were multiple additional indications and cues of a loss of engine oil pressure in the cockpit but that the pilot did not respond to these in a timely manner. The operations manual indicates that the pilot should land as soon as possible if the engine oil pressure drops and then to prepare for a loss of engine power and an emergency landing. The pilot's delayed recognition of the drop in engine oil pressure was likely the result of a breakdown in her instrument scan, specifically, her systems monitoring during the climb and initial cruise phases of flight, during which time, her attention was likely directed at airplane control, power management, and navigation. The reason for the loss of engine oil pressure could not be determined during postaccident examinations due to postcrash fire damage.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
- Explosion (post-impact) during post (impact)
- Fire/smoke (post-impact) during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng oil sys › Failure
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- cause Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 963.7 hours in all; 291.5 in this make and model; 7.5 in the last 90 days; 801 as pilot in command
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
Pilot-Rated Passenger
- Certificate: private
- Ratings: single-engine land
- Flight time: 300 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 1,088 hours
- Last inspection: annual inspection, July 26, 2012; 66 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental Motors IO-550N (piston); 1,088 hours total
- Fire on the ground
The flight
- Departed from: UKF Wilkes County NC at 4:30 pm
- Destination: OCW Warren Field NC
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 7 knots
- Visibility: 7 statute miles
- Sky: overcast at 800 ft
- Temperature: 55°F (13°C), dew point 52°F (11°C)
- Altimeter: 29.88 inHg
- Observation at 4:54 pm from INT, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
22 documents, released by the NTSB on October 20, 2014. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N6506L the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.