History of Flight
On April 18, 2009, at 1633 central daylight time, an experimental amateur-built Gladstone Kitfox, N191KF, registered to a private owner, collided with the ground while maneuvering near Dubre, Kentucky. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The airplane departed from a private farm in Burkesville, Kentucky, at an undetermined time.
A witness reported hearing an airplane approaching his house at about 200 feet above the trees. The airplane made a left turn near a creek, reversed course toward Burkesville, then reversed again above the creek heading back toward the witness's home. The fuselage swayed left to right, and the airplane executed a steep left turn with the left wing perpendicular to the ground and slow ground speed. Continuing in the steep left turn, it reversed course again and leveled out. The wings wobbled, the nose pitched down, and the airplane collided with the ground in a nose-down attitude, coming to rest upright. The witness noted no change in engine noise during the sequence.
Personnel Information
The pilot, age 51, held a private pilot certificate issued on May 19, 2004, with ratings for airplane single-engine land and airplane multiengine land. His last flight review was on April 7, 2008, and he received a tailwheel proficiency check on June 7, 2008. A third-class medical certificate was issued on September 5, 2008, with the limitation "must have available glasses for near vision." On his last medical application, he reported 525 total flight hours. Review of his logbook showed 507 total hours, including 175.3 hours in multiengine land, 313.5 hours in single-engine land, 19.1 hours in helicopters, and 48.3 hours in the Kitfox. He had flown 3 hours in the last 90 days, all in the Kitfox.
Aircraft Information
The Gladstone Kitfox is a two-place airplane with fixed tail-wheel landing gear, serial number 1BS065, registered on November 5, 2008. It received a Special Airworthiness Certificate and Operating Limitations on May 14, 1996, and is powered by a Rotax 912, 80-horsepower engine. The last condition inspection occurred on October 11, 2008, with a Hobbs meter reading of 427.1 hours; the Hobbs meter was destroyed in the accident, so total times could not be determined.
Wreckage and Impact Information
The airplane collided with the ground in a nose-down, right-wing-low attitude and came to rest upright on a magnetic heading of 178 degrees. The engine assembly was buried about 1 foot deep and remained attached to all mounts. Two composite propeller blades separated; one remained attached to the crankshaft flange, and the spinner showed evidence of rotation. The engine cowling separated. The forward cabin area crushed down and aft, and the instrument panel crushed down onto the engine. The right wing remained attached but was pushed aft, with accordion crushing from root to tip. The right main fuel tank ruptured; the fuel cap sealed tightly and the vent line was clear. Browning of vegetation was present in front of the airplane. The left wing remained attached and was accelerated forward, with some accordion crushing from root to tip. The left main fuel tank ruptured, with a tight cap and clear vent. Flight control continuity was confirmed from the controls aft to all surfaces; no airframe anomalies were noted.
Engine examination: Two top spark plugs were removed, showing dark gray deposits and normal wear. In-line fuel filters were clear of debris and water. The crankshaft was rotated by hand using the remaining propeller blade, confirming valve and drive train continuity and establishing continuity with all accessory gears. Suction and compression were obtained on all cylinders; spark testing was not possible due to impact damage.
Medical and Pathological Information
The Commonwealth of Kentucky Medical Examiner conducted a postmortem examination on April 19, 2009, listing the cause of death as "blunt force trauma." The FAA Forensic Toxicology Research Center performed postmortem toxicology, which was negative for carbon monoxide, cyanide, and ethanol. Naproxen was detected in the blood and urine.
Additional Information
The Pilot's Operating Handbook lists stall speeds for the Rotax 912 engine: power-on, full flaps, solo 34 mph, dual 42 mph; power-off, full flaps, solo 37 mph, dual 45 mph. Additional data indicate the airplane would stall at 39 mph power off.