CEN25LA149

Airplane position data revealed that, after takeoff, the pilot maneuvered within a 4-mile radius of the airport at varying altitudes up to about 2,000 ft mean sea level (msl). Shortly before the accident, the pilot executed a low pass or a touch-and-go and then entered a left turn, climbing the airplane to an altitude of about 1,100 ft msl while turning to a southerly course. The final data point was recorded about 30 seconds later and was located 0.15 miles west of the airport, coincident with the accident site. The ground impact marks relative to the accident site were consistent with a southeasterly course at the time of impact. The position data indicated that the airplane course and groundspeed were about 137° and 78 kts at the end of the data. The recorded surface wind at the airport was from the west (250°) at 7 kts. Accordingly, the corresponding airplane airspeed was about 75 kts. The data did not point to an aerodynamic stall immediately preceding the impact. A postrecovery examination of the airframe and engine did not reveal any anomalies consistent with an inflight failure or malfunction. Data recovered from the onboard engine control unit was consistent with a normally running engine responding to the pilot’s throttle control inputs. From takeoff until the end of the recorded data, each of the engine parameters remained within the specified limitations. The pilot did not recall any aspects of the accident sequence. Based on the available information, the pilot did not maintain clearance to the terrain while maneuvering near the airport. The reason for not maintaining clearance from terrain could not be determined.

On April 8, 2025, about 1253 central daylight time, a PPHU Ekolot KR-030 Topaz light sport airplane, N568RD, was substantially damaged when it was involved in an accident near Platteville, Wisconsin. The pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he did not recall any aspects of the accident sequence. Airplane position data revealed that the pilot departed from runway 33 at the Platteville Municipal Airport (PVB) about 1217. After takeoff, the pilot maneuvered within a 4-mile radius of the airport. Initially, he proceeded about 1.5 miles southwest of the airport and climbed to an altitude of about 1,800 ft mean sea level (msl). The pilot then turned northeast until the airplane was about 4 miles from the airport before maneuvering to a point about 3.5 miles west of the airport. The airplane altitude varied between about 1,400 ft and 2,000 ft msl during that time. He returned, nearly overflying the airport, before proceeding north about 2 miles and then south about 2.5 miles. The airplane altitude varied between about 1,200 ft and 1,800 ft msl during that portion of the flight. From a point about 2 miles south of the airport, the pilot maneuvered north and executed a low pass or a touch-and-go on runway 33 at PVB. The airplane then entered a left turn and climbed to an altitude of about 1,100 ft msl while turning to a southerly course. The final data point was recorded at 1252:55 and located near the extended centerline of runway 7 about 0.15 miles from the arrival threshold. The course and altitude associated with that data point were about 137° and 1,007 ft msl, respectively. The groundspeed, derived from position data, was about 78 kts at the end of the data. However, the investigation was unable to determine if the pilot was intending to land on that runway, continue for runway 33, or continue the flight locally. The airplane impacted an open field near the final data point. It came to rest upright on a westerly heading about 150 ft southeast from ground impact marks. The approximate elevation of the accident site was 992 ft. A postrecovery examination of the airframe and engine did not reveal any anomalies consistent with an inflight failure or malfunction. Data recovered from the onboard engine control unit was consistent with a normally running engine responding to the pilot’s throttle control inputs. From takeoff until the end of the recorded data, each of the engine parameters remained within the specified limitations. The airplane level flight, unaccelerated aerodynamic stall speeds were about 30 knots airspeed and 43 knots with the wing flaps extended and retracted, respectively.