History of Flight
On October 6, 2011, at approximately 1310 eastern daylight time, an experimental amateur-built (E-AB) Rivers KR-2, registration N7026G, was substantially damaged when it impacted terrain following a loss of control during initial climb. The accident occurred near Mountain Empire Airport (MKJ) in Wytheville, Virginia. The certificated private pilot, who was the sole occupant, sustained fatal injuries. Visual meteorological conditions prevailed at the time, and no flight plan was filed for the local personal flight conducted under 14 Code of Federal Regulations Part 91.
According to witnesses, the pilot had recently purchased the airplane but had never flown it or any other example of the same type. On the morning of the accident, the pilot conducted numerous high-speed taxi runs on the runway to become familiar with the aircraft's handling. Witnesses noted that the pilot would momentarily lift the airplane off the runway and then land again as part of the familiarization process.
That afternoon, the pilot again performed several high-speed taxis before departing from Runway 8. The airplane was observed climbing to traffic pattern altitude, with the engine sounding as if it were "running satisfactorily." The airplane then executed a "slow left turn" and joined the crosswind leg of the traffic pattern. Approximately five seconds after completing the turn, the airplane rolled to the right, pitched nose down, and entered a spin. It completed four rotations before disappearing behind a treeline. Moments later, smoke was observed.
Personnel Information
Federal Aviation Administration (FAA) records indicate the pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent second-class medical certificate was issued on November 20, 2009, at which time he reported 105 total hours of flight experience.
Aircraft Information
The accident airplane was a single-engine, two-seat, low-wing cantilever monoplane with fixed landing gear. Its dimensions included a length of 14 feet, 6 inches, a wingspan of 20 feet, 8 inches, and a wing area of 80 square feet. Empty weight was 480 pounds, with a useful load of 420 pounds. Cruising speed was 180 miles per hour (mph), and stall speed was 52 mph.
The wings were of two-spar construction, with the front spar made of spruce and the rear spar made of spruce and plywood. Wing ribs were formed from polyurethane foam, with the surrounding space filled with the same material. The wing structure was covered with fabric impregnated with epoxy resin. The fuselage was built around a wooden framework, with the lower part skinned in plywood and the upper part constructed of polystyrene foam covered in epoxy-coated fabric.
The aircraft was powered by a 60-horsepower, 1,835 cubic centimeter displacement, four-cylinder, air-cooled Volkswagen engine, converted for aircraft use by Homebuilt Aircraft Products Incorporated. It was equipped with a Sterba Propeller Company model 54-50 wood propeller rotating counterclockwise.
According to FAA records, the airplane's special airworthiness certificate was issued on October 1, 2003. The most recent conditional inspection was completed on September 20, 2011. At the time of the accident, the airplane had accumulated approximately 67 total hours of operation.
Meteorological Information
The recorded weather at Mountain Empire Airport at 1255 included wind from 100 degrees at 4 knots, visibility 10 miles, clear sky, temperature 21°C, dew point 11°C, and an altimeter setting of 30.40 inches of mercury.
Wreckage and Impact Information
Examination of the accident site and wreckage by FAA inspectors revealed no evidence of any preimpact failure or malfunction of the airplane or engine. The airplane impacted in a flat attitude, and the majority of the aircraft was consumed by a post-impact fire. A circular debris field approximately 150 feet in diameter surrounded the point of impact.
Further examination revealed evidence of ground scarring indicative of propeller rotation, along with the shattered remains of the wooden propeller. Control continuity was established from the cockpit to all flight controls.
Medical and Pathological Information
An autopsy performed by the Commonwealth of Virginia, Office of the Chief Medical Examiner, determined the cause of death to be blunt impact injuries to the head, chest, abdomen, and pelvis. Toxicological testing conducted at the FAA Bioaeronautical Sciences Research Laboratory was negative for carbon monoxide, cyanide, basic, acidic, and neutral drugs.
Additional Information
Post-accident interviews revealed that the pilot had recently obtained some training in another amateur-built experimental airplane of a different design and a few hours in an American Champion 7ECA. Individuals who knew the pilot advised him that he was not sufficiently knowledgeable and experienced, and that he should obtain more training before flying the KR-2. The pilot, however, insisted on proceeding.
Unlike most propeller-driven airplanes, the KR-2's propeller rotated counterclockwise when viewed from the cockpit. This required the application of left rudder (as opposed to the more common right rudder) at high angles of attack and high power settings to counteract torque and P-factor (asymmetrical thrust), which would otherwise create undesired right-turning tendencies.