History of Flight
On September 27, 2014, about 1535 Pacific daylight time, an amateur-built experimental Tifft Kitfox III, N307KF, collided with terrain following a loss of control during initial climb after takeoff at Frontier Airpark (WN53), Lake Stevens, Washington. The left seat pilot, who was receiving instruction, sustained fatal injuries, and the right seat certified flight instructor (CFI) sustained serious injuries. The airplane was registered to and operated by the pilot receiving instruction as a 14 Code of Federal Regulations Part 91 instructional flight. Visual meteorological conditions prevailed for the proposed local flight, and no flight plan was filed. The flight was originating at the time of the accident.
In a written report, the CFI stated that prior to the accident flight, he flew the airplane solo and observed an inherent nose-up tendency that required full forward stick to prevent inadvertent lift-off. The airplane lacked a full set of dual controls: only the left seat had a control stick and rudder pedals; the right seat had only rudder pedals. The CFI had provided taxi instruction and cautioned about the nose-up characteristic. On the accident flight, the CFI intended to have the pilot practice handling by adding power, raising the tail, and holding full forward stick. However, the airplane inadvertently took off, and the left seat pilot failed to keep the stick forward. The airplane porpoised, contacted the ground, then porpoised again. The CFI could not take control as the pilot would not relinquish the stick. The airplane staggered into the air, stalled, and descended nose first.
Witnesses reported that during initial climb, the engine did not seem to be producing full power; the airplane drifted right, then pitched up, wings rocked, and it descended in a right-wing-low, nose-down attitude. Other witnesses noted sideslipping and altitude loss from about 200 feet agl.
Personnel Information
The CFI, aged 66, held a commercial pilot certificate with instrument and flight instructor ratings. He reported 1,488 total flight hours, 155 as a CFI, and 5 hours in make and model. He was operating under Sport pilot provisions.
The pilot receiving instruction, aged 80, held a private pilot certificate for single-engine land. He operated under Sport pilot provisions, which required no medical certificate. According to the CFI, the pilot had an estimated 250 flight hours, with no time in the accident make and model.
Aircraft Information
The airplane, a Tifft Kitfox III, serial number 1040, was a high-wing, tailwheel-equipped aircraft powered by a 65-horsepower Rotax 582 MOD 90 engine. It held an experimental amateur-built airworthiness certificate issued December 9, 1994. The last condition inspection was June 1, 2014, at 138 hours total airframe time; it had flown 5 hours since. Dual controls were not fully installed: the left seat had a control stick and rudder pedals; the right seat had only rudder pedals.
Meteorological Information
At 1535, the Arlington Airport weather station (5 nautical miles northwest) reported wind from 310 degrees at 11 knots, gusts to 16 knots, visibility 10 miles, clear skies, temperature 17°C, dew point 13°C, altimeter 30.11 inHg.
Wreckage and Impact Information
The airplane impacted terrain about 2,925 feet from the start of its takeoff roll on Runway 34, about 225 feet east of the runway. It came to rest on its nose and left wing in a clearing, oriented tail-up at about a 45-degree angle, heading 243 degrees magnetic. All flight components were accounted for.
First responders reported fuel dripping from the breached left wing fuel tank. The cabin, engine, left wing, and aft fuselage sustained substantial damage. The right wing and flaperon remained intact and continuous to the left seat controls. The left wing had significant impact deformation; the flaperon remained attached. Control continuity was confirmed for rudder, elevator, and flaperons. The engine remained attached but substantially damaged; two of three propeller blades separated.
Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
Additional Information
Title 14 CFR 91.109 states that aircraft used for flight instruction must have fully functioning dual controls. An advisory circular on stall and spin awareness notes that increased gross weight raises stall speed and requires a higher angle of attack to produce additional lift.
Medical and Pathological Information
An autopsy of the pilot receiving instruction attributed the cause of death to blunt force trauma. Forensic toxicology detected no carbon monoxide, no ethanol, but Torsemide (a diuretic for high blood pressure) and Warfarin (a blood thinner) were found in cavity blood; Warfarin was also found in the liver.
Tests and Research
Under NTSB supervision, the engine was examined by a Rotax field representative on December 8, 2014. No anomalies or defects were found that would have precluded normal operation.