Amateur-built Lancair 360 accident near Vancouver, Washington, August 7, 2003
On August 7, 2003 at about 9:40 pm local time, a amateur-built Lancair 360, registered N360W, was destroyed in an accident near Vancouver, Washington (Pearson Field). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power for undetermined reasons during the initial climb. Collision with a vehicle during landing was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 7, 2003 · about 9:40 pm local time
- Place
- Vancouver, Washington · Pearson Field · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Lancair 360
- Registration
- N360W · registry record · serial 776-320-618FB
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, during the initial climb out he noticed a puff of smoke come from somewhere near the front of the aircraft. At that point he made the decision to return to the field for a precautionary landing. He therefore made a 180 degree turn toward the field and reduced power in order to initiate a descent. As he neared the field, he pushed the throttle forward to increase power, but found that the engine had quit. He therefore made the decision to land on a nearby road. During the landing, he successfully flew over the top of a car and touched down on the pavement, but impacted the rear of a preceding garbage truck before he was able to get the aircraft stopped. The aircraft was consumed by a post-crash fire. The engine and associated wiring and hoses were too badly damaged by fire to determine the source of the reported smoke and loss of power.
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: commercial pilot, military
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 10,000 hours in all; 8 in this make and model; 12 in the last 90 days; 8 in the last 30 days; 8,000 as pilot in command
- Last flight review: November 27, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8 hours
- Last inspection: annual inspection, August 6, 2003; 0 hours since
- Maximum gross weight: 1,685 lb
- Seats: 2
- Landing gear: retractable
- Engine: General Motors V-6 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: VUO Vancouver WA at 9:35 pm
- Destination: SPB Scappoose OR
- Flight plan: none
- Runway 26, 3,275 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 50°F (10°C)
- Altimeter: 29.97 inHg
- Observation at 9:53 pm from KVUO, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.