CHI00LA014

A witness said the accident pilot had flown with another pilot earlier in the day and flew at a 'lower altitude, in the bumps, where the groundspeed was higher.' The witness said, 'They also mentioned that while down low, after hitting a bump, the ELT (emergency locator transmitter) activated.' The witness stated that on the accident flight the pilot indicated he was going to climb higher, be out of the turbulence, and accept the slow groundspeed. A witness in the Carroll, Iowa area stated he saw the airplane fly overhead on a northwest heading, in windy and gusty conditions, and saw the airplane fly below the top of a corncrib. Another witness saw the plane clear the 25 to 30 feet powerlines by a couple feet. A third witness said the weather was very windy and the airplane flew overhead at 2 tree lengths of 35 feet. At 1825, the weather was: Wind 320 degrees at 14 knots gusting to 18 knots; visibility 10 statute miles; sky condition clear; temperature 10 degrees C; dew point -3 degrees C; altimeter 30.15 inches of mercury. At 1815, the altitude and azimuth of the sun to be -9.2 degrees and 263.2 degrees respectively. Civil twilight was 1858. An on-scene examination of the accident revealed the wreckage distribution was in the northwest direction. The terrain in the accident site rose to the northwest and north. No preimpact anomalies were found. The pilot was fatally injured.

History of flight

On October 22, 1999, at approximately 1815 central daylight time (all times cdt), a Howlett KR-2, N7057V, piloted by a commercial rated pilot, was destroyed when it impacted terrain near Denison, Iowa. The 14 CFR Part 91 flight was operating in visual meteorological conditions during the time of the flight. The pilot sustained fatal injuries. The personal flight originated from Ottumwa Industrial Airport, Ottumwa, Iowa at 1510 and was destined for Highmore Municipal Airport, Highmore, South Dakota.

In his statement, a witness said that the accident pilot had flown with another pilot earlier in the day. He said that on their flight to Ottumwa Industrial, they ascended into smooth air where their GPS indicated a low groundspeed due to a strong headwind component. He said, "They then descended to a lower altitude, in the bumps, where the groundspeed was higher." The witness said, "They also mentioned that while down low, after hitting a bump, the ELT (emergency locator transmitter) activated."

The witness further said that he talked with the pilot about the flight the pilot was preparing to fly. The witness stated that the pilot indicated he was going to climb higher, be out of the turbulence, and accept the slow groundspeed. The witness said that he watched the pilot do a runup and depart Ottumwa Industrial Airport on a northwest bound heading at around 1510.

A witness in the Carroll, Iowa area stated that he saw a yellow and red marked airplane fly overhead on a northwest heading. He said that the weather was windy and gusty. He stated that the airplane flew below the top of a corncrib on a hill top northwest of his position.

Another witness said she saw an airplane, with "N" and "5" markings, fly near powerlines near her house. She stated that the powerlines were 25 to 30 feet above the ground and that the plane cleared the lines by a couple of feet. She said that the plane was heading northwest and was traveling about 70 mph.

A third witness, who lived 10 miles from the accident site, said that she saw a bright yellow airplane fly overhead like her neighbor who had "buzzed" her house. She stated that the engine was smooth running and sounded like a model airplane engine. The witness stated the weather was very windy and the airplane was heading northwest. She stated that the airplane flew overhead at 2 tree lengths of 35 feet.

A report of an (ELT) signal was received by the Fort Dodge, Iowa Flight Service Station (FSS) on October 22, 1999 at 1859. At 1912, the Crawford County Sheriff's Department was informed of the ELT and was asked to check Denison's airport. A search was conducted. The Civil Air Patrol located the airplane wreckage on October 23, 1999 at approximately 1530.

Personnel information

The pilot was a commercial and instrument rated pilot. He held a flight instructor's rating. He held a First Class Medical Certificate dated June 10, 1999. The medical certificate had a limitation for corrective lenses. The pilot's logbook showed a total of 1,041 hours of flight time. In the last 30 days, the pilot recorded 132 hours of flight time and 41 hours in the KR-2.

Aircraft information

The airplane was a KR-2, serial number KR-2-6672. The experimental airworthiness certificate was issued on June 7, 1989.

Meteorological information

At 1450, the Ottumwa Industrial Airport, Ottumwa, Iowa weather was: Wind 320 degrees at 25 knots gusting to 35 knots; visibility 15 statute miles; sky condition scattered 4,000 feet; temperature 13 degrees C; dew point -1 degree C; altimeter 29.99 inches of mercury; remarks peak wind 330 degrees at 40 knots at 1352.

At 1654, the Des Moines International Airport, Des Moines, Iowa weather was: Wind 330 degrees at 19 knots gusting to 33 knots; visibility 10 statute miles; sky condition clear; temperature 12 degrees C; dew point -4 degrees C; altimeter 30.04 inches of mercury.

At 1825, the Denison Municipal Airport, Denison, Iowa weather was: Wind 320 degrees at 14 knots gusting to 18 knots; visibility 10 statute miles; sky condition clear; temperature 10 degrees C; dew point -3 degrees C; altimeter 30.15 inches of mercury.

At 1815, the U.S. Naval Observatory records for Kiron, Iowa indicated the altitude and azimuth of the sun to be -9.2 degrees and 263.2 degrees respectively. Records further showed the civil twilight for Kiron, Iowa to be 1858.

Wreckage and impact information

A Federal Aviation Administration inspector performed an on-scene examination of the accident. His sketch of the site showed the wreckage distribution was in the northwest direction. The first observed impact site was found in the rolling pasture of section 15 of Stockholm Township, Crawford County, Iowa. The second impact point was 203 feet from that first site. The tail section and body was found 210 feet from the initial site. The engine was 243 feet, the fuel tank was 253 feet, and a tire was found 353 feet from the initial impact site. The terrain in the site rose to the northwest and north. See the appended site sketch and topographical chart. No preimpact anomalies were found.

Medical and pathological information

An autopsy was performed at Saint Luke's Medical Center, Sioux City, Iowa on October 24, 1999.

The FAA's Civil Aeromedical Institute prepared a Forensic Toxicological Fatal Accident Report. The report was negative.