Lancair ES accident near Fall Creek, Oregon, October 15, 2021
On October 15, 2021 at about 1:15 am local time, a 2007 Lancair ES, registered N511ZZ, was substantially damaged in an accident during enroute near Fall Creek, Oregon. 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
Total loss of engine power due to fatigue failure of the camshaft gear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 15, 2021 · about 1:15 am local time
- Place
- Fall Creek, Oregon · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Lancair ES, built 2007
- Registration
- N511ZZ · registry record · serial ESP-208-10
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting a personal cross-country flight when he descended from cruise flight in preparation for landing. Shortly thereafter, the engine lost power and started misfiring. The pilot attempted to restart the engine but was unsuccessful despite his actions. While over heavily wooded terrain, the pilot deployed the parachute system. During the descent through the heavily wooded terrain, the airplane collided with trees resulting in substantial damage. The airplane came to rest a few feet from the ground, still supported by the parachute, which remained stuck in the trees. Postaccident examination of the engine revealed the camshaft gear failed due to fatigue-induced fracturing of multiple teeth. Fatigue cracks initiated at the fillet radii between the flanks and bottom lands of multiple gear teeth. The fillet radii exhibited more roughness and surface discontinuities, likely acting as stress concentration areas for crack initiation. Once the fatigue cracks had propagated through over half the material cross-section, the teeth fractured in overstress. The exact cause of the crack initiation could not be concluded. There were no material defects, such as voids or inclusion, at the initiation sites. However, as previously stated, the fillet radii exhibited more pronounced surface features, which would lead to a higher chance of crack initiation. Once cracking started, propagation would be in high cycle with moderate loading modes, as evidenced by the depth of the fatigue cracks. The gear was a nitrided alloy steel in the quenched and tempered condition. This should be a suitable material and manufacturing process for gear applications, not lending itself to any material incompatibility or excessive wear or corrosion concerns.
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 defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng rear section › Failure
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 630 hours in all
- Medical certificate: BasicMed
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,309 hours
- Last inspection: annual inspection, April 1, 2021; 25 hours since
- Maximum gross weight: 3,700 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental Motors TSIO-550 (piston); 2,900 hours total
- Operator: Youngwerth Airplanes LLC
The flight
- Departed from: KMAN Nampa ID at 11:35 pm
- Destination: KEUG Eugene OR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 6,000 ft; a few clouds at 3,000 ft
- Temperature: 61°F (16°C), dew point 48°F (9°C)
- Altimeter: 30.25 inHg
- Observation at 5:54 pm from KEUG, 29 miles away
Weather report (METAR): KEUG 150054Z 31004KT 10SM FEW030 BKN060 16/09 A3025 RMK AO2 SLP245 T01560094
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on August 15, 2023. 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.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Photo Array-courtesy of the Airplane Owner | PDF, 6 pages | View Download |
| 3 | NTSB Wreckage Examination Summary | PDF, 7 pages | View Download |
| 4 | Maintenance Logbook Excerpt-last Overhaul | PDF, 1 page | View Download |
| 5 | Engine Manufacturer Service Bulletin (SB97-6B) | PDF, 2 pages | View Download |
| 6 | Engine Manufacturer Critical Service Bulletin (CSB05-8D) | PDF, 18 pages | View Download |
| 7 | Wreckage Release Form | PDF, 1 page | View Download |
| 8 | Materials Laboratory Factual Report | PDF, 20 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.