Amateur-built Lancair 360A accident near Thermal, California, February 6, 2006
On February 6, 2006 at about 6:25 pm local time, a amateur-built Lancair 360A, registered N15KH, was substantially damaged in an accident near Thermal, California (Thermal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power caused by the separation of the number three cylinder due to the improper torque on the hold down nuts.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 6, 2006 · about 6:25 pm local time
- Place
- Thermal, California · Thermal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Lancair 360A
- Registration
- N15KH · no longer on the register · serial 001
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with power lines during a forced landing following a loss of engine power. The pilot reported that while maneuvering at 2,000 feet the engine began losing power. The pilot decided to divert to a nearby airport to make the emergency landing. While en route to the alternate airport, the pilot observed a part of the engine departing through the cowling and the engine lost complete power. At that point he knew he was not going to make it to the airport and decided to make a forced landing on a highway. Examination of the engine showed that the number three cylinder separated from the crankcase at the mounting pad due to the separation of its mechanical attachments. Once the cylinder separated, the piston then became unsupported, which resulted in the subsequent separation of the connecting rod from the crankshaft journal. Severe fretting signatures were found on the cylinder flange and crankcase mounting pad. The threads on the top hold down studs were undamaged and indicated that these nuts became loose and backed off. The studs on the bottom of the cylinder were fractured in overload and separated at a level consistent with the upper surface of the cylinder mounting flange.
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
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,600 hours in all; 50 in the last 90 days; 25 in the last 30 days; 2,600 as pilot in command
- Last flight review: February 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 770 hours
- Last inspection: continuous airworthiness programme, September 1, 2006; 25 hours since
- Maximum gross weight: 2,300 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: PSP Palm Springs CA at 6:00 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 14°F (-10°C)
- Altimeter: 30.26 inHg
- Observation at 5:52 pm from KTRM, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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.