History of Flight
On June 3, 2017, at approximately 1630 central daylight time, an experimental amateur-built SkyStar Kitfox Series 5 airplane, registration N956ML, impacted terrain next to Heritage Airpark (TE86) in New Berlin, Texas. The private pilot was fatally injured, and the airplane was destroyed. The airplane was privately owned and operated under 14 CFR Part 91. Day visual meteorological conditions prevailed at the accident site, and no flight plan had been filed. The local personal flight was originating from TE86 at the time of the accident.
According to Federal Aviation Administration (FAA) inspectors, the pilot's wife stated her husband intended to practice touch-and-go takeoffs and landings. A witness observed the airplane taxiing for takeoff but did not see the impact. The witness reported hearing a "pop" and seeing smoke but could not determine whether the sound was an engine backfire or the impact. No other witnesses were present.
Pilot Information
The pilot held a private pilot certificate with ratings for airplane single-engine land, multiengine land, and multiengine sea. He held an FAA third-class airman medical certificate dated January 20, 2016, with no restrictions or limitations. Review of the pilot's logbook by FAA inspectors showed entries from November 26, 2014, to June 9, 2015, indicating 1,138 total flight hours, of which 211 hours were in the accident airplane make and model. His most recent flight review was completed on November 9, 2014. On January 28, 2017, he completed the ground portion of a flight review, but the flight portion was not documented. According to FAA medical and insurance company records, the pilot estimated he had logged 1,155 total flight hours, with 235 hours in the Kitfox and 10 hours in the previous six months.
Aircraft Information
The airplane, serial number 59407-0038, was built by the pilot from a kit and issued a special airworthiness certificate in the experimental category on March 15, 2000. In February 2008, the pilot installed a Subaru EA-81 NSI RAM performance engine, serial number 244159, rated at 120 horsepower. The last condition inspection of the airframe and engine was on April 23, 2005, with no times listed. The engine logbook contained only two entries, both dated May 25, 2005, with no subsequent entries.
Meteorological Information
Weather observed at 1658 at Randolph Air Force Base (KRND), Universal City, Texas, located 9 miles northwest of the accident site, reported wind from 190° at 6 knots, visibility 10 miles, few clouds at 20,000 feet, temperature 32°C, dew point 20°C, and an altimeter setting of 29.84 inches of mercury.
Wreckage and Impact Information
FAA inspectors examined the wreckage and noted that the surrounding terrain consisted of flat farmland and grassland, suitable for a forced landing. All wreckage was confined within a 15-foot radius, and ground fire extended within a 20-foot radius from the point of impact. The engine was skewed to the right, the left wing was trailing, the right wing was leading, and the empennage was angled to the right when viewed from the rear. Although post-impact fire consumed the airplane, flight control continuity was established. The engine was inverted but remained attached to the airframe, and drive train continuity (propeller hub and gear box rotation) was confirmed. Two of the three propeller blades and other cowling debris were located within 10 to 15 feet of the main wreckage. The propeller blades and spinner did not exhibit evidence of rotation, and the leading edges and blade tips were undamaged. The third blade was not located.
According to the pilot's wife, the pilot had been experiencing ignition issues with the airplane, which she believed had been resolved. She described the problem as the engine missing or quitting entirely during high-powered run-ups and suggested that inspectors contact a local pilot who had the same aircraft type and engine combination. That local pilot stated the accident pilot had consulted him about ignition problems but later indicated he had found a solution, though he never specified what it was. No entries were made in the engine logbook. He was aware that the accident pilot had converted the engine and installed a dual ignition. Damage from the post-impact fire precluded a thorough examination of the engine ignition system.
Medical and Pathological Information
An autopsy performed by the Travis County Medical Examiner's Office in Austin, Texas, determined that the pilot's death was "the result of conflagration and blunt force injuries." A toxicological screen by the FAA's Bioaeronautical Sciences Research Laboratory revealed no evidence of carbon monoxide in blood, and no evidence of ethanol or drugs in urine. Cyanide tests were not performed. A toxicology screen by the Travis County Medical Examiner's Office yielded similar results.