History of Flight
At 0628 Pacific daylight time on August 22, 2008, an experimental Killgore Velocity 173RG, registration N415MK, collided with a residential building after takeoff from North Las Vegas Airport (VGT). The airplane, owned and built by an individual, was operated under Part 91. The pilot and two people on the ground were killed. The airplane was destroyed by fire, and the residence was partially burned.
The flight departed VGT at 0627. Visual meteorological conditions prevailed, and no flight plan was filed. The pilot initially contacted VGT ground control for taxi instructions, requesting to stay in the traffic pattern. After switching to tower frequency, the pilot requested takeoff on runway 12 right with right traffic. The controller cleared the takeoff.
About 1 minute 30 seconds after departure, the tower controller asked if the pilot needed assistance. The pilot responded, "I'm going in, I'm going in, I'm going in." Both ground and tower controllers reported that the airplane appeared to fly lower than expected and not gain altitude. They observed it descend into a residential area. The airplane struck a residence 1.1 miles from the departure end of runway 12 right. Radar data indicated a maximum altitude of about 300 feet above ground level and a duration of about 30 seconds before descending.
Personnel Information
The pilot, aged 76, held an airline transport pilot certificate and a flight instructor certificate, with ratings for single-engine land, multiengine land, and instrument airplane. He also held a flight engineer certificate and a mechanic certificate with airframe and powerplant ratings. His third-class medical certificate, issued September 7, 2006, required corrective lenses for near and distant vision. On his latest medical application, he reported 6,250 hours of total flight time. He owned a Velocity Elite XL airplane. The owner/builder stated this was the pilot's first flight in the accident airplane, though the pilot had assisted in readying it during certification and flight testing.
Aircraft Information
The canard-configuration, four-seat, retractable-gear airplane received a Special Airworthiness Certificate on March 9, 2008. It was powered by a Lycoming IO-360-C1C engine and equipped with an MT three-blade wood/composite electrically controlled constant-speed propeller. The engine had been overhauled by Textron Lycoming in April 1994, accumulating 5.1 flight hours since overhaul. The owner/builder installed an uncertified Aero Supercharger Solutions supercharger and an uncertified Light Speed Engineering PLASMA II Plus capacitive discharge ignition system; a conventional magneto remained on the right magneto pad.
The supercharger belt drive system included an idler pulley with an adjustment plate. The owner/builder replaced the stock aftermarket idler pulley with an automotive alternator pulley and removed the pulley lips due to belt chafing. During examination, the idler pulley adjustment plate was found distorted, one of three mounting bolts missing, and the plate misaligned. A belt fragment was lodged behind the idler pulley.
Weight and balance documentation listed a basic empty weight of 1,740 pounds and a maximum gross weight of 2,700 pounds. The Velocity Owner's Flight Manual specified a normal empty weight of approximately 1,275 pounds and maximum takeoff gross weight of 2,250 pounds (2,400 pounds for the long wing model). The owner reported the accident airplane was the long wing model. For the accident flight, about 90 pounds of ballast was installed on the forward right seat, and fuel totaled about 35 gallons. The pilot weighed 216 pounds per his medical application.
Meteorological Information
A routine weather report from VGT at 0632 indicated wind from 360 degrees at 3 knots, visibility 10 miles, clear skies, temperature 24°C, dew point 2°C, and altimeter 29.84 inHg.
Wreckage and Impact Information
The airplane came to rest in a 45-degree left wing low attitude on a heading of about 025 degrees magnetic within the southwest rear portion of a residence. Extensive fire damage occurred to both the airplane and residence.
Additional Information
The Experimental Amateur-Built Airplane Operating Limitations required Phase 1 flight testing. The airplane had accumulated 5.1 flight hours during test flights between Boulder City and Jean airports on March 17, 2008. An entry noted an engine miss and oil leak, after which the airplane was towed back to VGT and not flown again until the accident. The owner/builder stated that during prior test flights, the supercharger butterfly valve was closed, resulting in low performance. The accident flight was intended to test performance with the valve open. High-speed taxi tests with the valve partially open had shown a considerable power increase.
Documentation from Aero Supercharger Solutions advised that in case of a broken supercharger belt, the pilot should open the boost control butterfly and that a drop in manifold pressure of 1–2 inches could be expected. The owner/builder did not test the engine with the belt removed.