Accident Overview
On March 7, 2024, about 1124 Pacific standard time, a Kolb Firestar KXP airplane, registration N4443G, was substantially damaged in an accident near Cave Junction, Oregon. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Witness Observations
Witnesses reported that the airplane departed on runway 36 for a local flight following installation of an overhauled engine. The airplane turned left to the northwest at about 500 ft agl, continued turning left in an approximate 30° to 40° bank to a southeast heading. One witness saw the airplane descend about 100 ft in a slightly nose-down pitch attitude before it entered a 90° nose-down attitude and descended toward the ground; the witness lost sight before impact.
Pilot Information
According to witnesses, the light sport pilot had accumulated about 4,500 hours of flight time. A review of the pilot’s logbook records indicated about 2,126 hours of total flight experience. Witnesses reported the pilot displayed a positive attitude the morning of the accident and his behavior was not out of the ordinary.
Wreckage and Impact
The main wreckage was located about 0.14 nautical miles northwest of the departure end of runway 36, coming to rest in an open field. The first identified point of contact was a tree with broken branches about 40 ft northwest of the main wreckage. Ground scars were consistent with the left wing and nose section making initial contact, followed by the right wing leading edge. Two propeller blade fragments were about 50 to 60 ft northeast of the main wreckage. All major structural components were within the debris path.
Airframe and Engine Examination
Examination of the airframe did not reveal any pre-impact mechanical anomalies or failures. The fuselage cage and supporting steel structures were crushed aft, consistent with impact. Flight control continuity was established from the cockpit to all major flight control surfaces. The left and right wings remained attached; aileron control continuity was verified. The fuel tank was empty and breached; fuel odor was present.
Examination of the engine did not reveal any pre-impact mechanical anomalies or failures. The engine was separated from its mounts. Both propeller blades were impact damaged but remained attached to the hub and flange. Mechanical continuity was established throughout the rotating group, valvetrain, and accessory section. Spark plugs showed normal wear. The carburetor and fuel filter were unremarkable.
Pilot Medical History
According to family, the pilot suffered severe depression and bipolar disorder. The pilot’s wife called local authorities the night before the accident, believing he needed a mental health evaluation. A Sheriff’s deputy evaluated the pilot, who reported being under a physician’s care, taking medication, and denied intent for self-harm. The deputy determined the pilot did not meet criteria for detention. Following the crash, the pilot’s wife stated he would not have killed himself due to his religious beliefs.
Regulatory Context
Title 14 CFR Part 67 designates bipolar disorder as initially disqualifying for medical certification. However, light sport pilots may use a valid U.S. driver’s license in lieu of an FAA medical certificate, subject to conditions including not knowing of any medical condition that would make them unable to operate an aircraft safely. The pilot’s most recent FAA medical examination was on February 19, 2002, when a Second-Class Medical certificate was issued without limitations; no subsequent applications were found.
Autopsy and Toxicology
The pilot’s autopsy determined the cause of death was massive blunt trauma due to aircraft crash, and the manner of death was accidental. Examination of the heart identified mild-to-moderate focal coronary artery disease approaching 40% narrowing; no other significant natural diseases.
Toxicological tests detected diphenhydramine (140 ng/mL in blood, 3,562 ng/mL in urine), gabapentin (8,786 ng/mL in blood, 924,590 ng/mL in urine), venlafaxine (448 ng/mL in blood, 12,019 ng/mL in urine), desmethylvenlafaxine, amlodipine, hydrochlorothiazide, chlorothiazide (in liver only), and naproxen. The FAA considers diphenhydramine and gabapentin impairing; venlafaxine may be considered for Special Issuance on a case-by-case basis.
Aircraft Stall Characteristics
The accident airplane features a rectangular wing design, which tends to stall at the wing root first, providing stall warning and aileron effectiveness. According to the manufacturer, the straight-and-level stall speed is 27 mph (23 knots). In a 30° bank, stall speed increases by 10% to about 30 mph (26 knots); in a 40° bank, by 18% to about 32 mph (28 knots). The FAA notes that an airplane stalling in a skid may roll into the turn and enter a spin.