# NTSB ERA13FA201: Schoonover John D KIT FOX IV 1200, N117S, St. Lucie, FL, April 14, 2013 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: April 14, 2013, 08:15 local (12:15 UTC) - Place: St. Lucie, FL - Coordinates: 27.238056, -80.47528 - Nearby events: https://openairdocs.org/map.md?lat=27.2381&lon=-80.4753&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report March 2, 2015 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 86644 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13FA201 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/86644/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=86644 - Page: https://openairdocs.org/ntsb/ERA13FA201 ## Probable cause The pilot’s failure to maintain adequate airspeed during the turn to final, which resulted in an exceedance of the wing’s critical angle-of-attack and a subsequent aerodynamic stall. Contributing to the accident was the pilot’s combined use of two sedating antihistamines, which resulted in his impairment. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Impairment/incapacitation: oTC medication](https://openairdocs.org/ntsb-findings/02012030): Personnel issues › Physical · Pilot (probable cause); cases with it: [Schoonover John D KIT FOX IV 1200, 1 case](https://openairdocs.org/ntsb-findings/02012030/cases.md?model=05624B1), [All aircraft, 56 cases](https://openairdocs.org/ntsb-findings/02012030/cases.md) - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Schoonover John D KIT FOX IV 1200, 1 case](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=05624B1), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Performance/control parameters: angle of attack](https://openairdocs.org/ntsb-findings/01062042): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Schoonover John D KIT FOX IV 1200, 1 case](https://openairdocs.org/ntsb-findings/01062042/cases.md?model=05624B1), [All aircraft, 990 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Schoonover John D KIT FOX IV 1200, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=05624B1), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) (defining event); cases with it: [Schoonover John D KIT FOX IV 1200, 1 case](https://openairdocs.org/ntsb-events/241/sequence.md?model=05624B1), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Schoonover John D KIT FOX IV 1200, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=05624B1), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis Witnesses reported that the airplane took off from runway 27, turned north, then circled back to a left downwind to land on the same runway. One witness noted that, during the downwind leg, the airplane was "very close in" to the runway and that, although the airplane had taken off in conditions that were a "little hazy," he subsequently saw the airplane "popping through clouds" on the downwind leg. Another witness reported that, during the airplane's turn toward the final approach to the runway, she saw the airplane's nose drop and then the airplane heading "straight down" before it disappeared behind a tree line. Multiple witnesses reported hearing the engine operating at a high-power level. No preexisting mechanical anomalies were found that would have precluded normal operation. The airplane's close, downwind track and the wreckage location relative to the runway were consistent with a cross-controlled aerodynamic stall. However, the witness statement of the airplane's nose dropping straight down and the heading of the airplane at ground impact were more indicative of a straight (relatively balanced flight) aerodynamic stall. Toxicology testing on the pilot detected low levels of the sedating antihistamine diphenhydramine and therapeutic levels of the sedating antihistamine doxylamine. The combination of the two drugs may increase side effects such as drowsiness, confusion, and memory problems, and the pilot's combined use of both drugs likely impaired his performance and contributed to the accident. ## Factual narrative HISTORY OF FLIGHT On April 14, 2013, about 0815 eastern daylight time, an experimental amateur-built Kit Fox IV 1200, N117S, was substantially damaged when it impacted terrain while attempting to land at Treasure Coast Airpark (FL37), Port St. Lucie, Florida. The private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. A number of witnesses saw portions of the flight, but no one saw all of it. According to some of the witnesses, the airplane took off from runway 27, turned to the north, then circled back to a left downwind for a landing on the same runway. One witness, also a pilot, noted that during the downwind leg, the airplane was "very close in" to the runway. He also noted that although the airplane had taken off in conditions that were a "little hazy," he subsequently saw it "popping through clouds" on the downwind leg until his view was blocked by a house. Another witness stated that, as the airplane turned toward the final approach to the runway, she saw the nose drop, and that the airplane then headed "straight down" before she lost sight of it behind a tree line. Multiple witnesses also reported hearing the engine operating at a high power level without any anomalies. PERSONNEL INFORMATION The pilot, age 62, held a private pilot certificate with an airplane single engine land rating. He also held an experimental aircraft builder repairman certificate. His latest FAA third class medical certificate was issued on February 13, 2012. The pilot's logbook indicated 691 total flight hours as of February 10, 2013, with about 570 hours in airplane make and model. A separate pad found with the wreckage indicated another 1.2 hours of flight in the accident airplane, with the last flight noted occurring on April 7, 2013. AIRCRAFT INFORMATION The single engine, conventional landing gear (tail dragger) airplane was powered by a Rotax 912 engine. According to the airplane's maintenance logbook, the pilot completed the airplane's latest condition inspection on September 7, 20912, at Hobbs time 506.0 hours. The latest flight listed on the pad found in the accident airplane, dated April 7, 2013, indicated a Hobbs time of 521.4 hours. METEOROLOGICAL INFORMATION The nearest recorded weather, at Stuart, Florida, 14 nm to the east, at 0747, included scattered clouds at 1,300 feet, mist, 5 miles visibility, temperature 23 degrees C, dew point 22 degrees C, altimeter setting 29.97 inches Hg. One witness stated that there was ground fog at the time of the accident that dissipated about 20 minutes later. WRECKAGE AND IMPACT INFORMATION Local authorities reported that the airplane impacted the ground next to a busy road, and with storms and darkness anticipated, requested that it be moved prior to NTSB arrival, which was granted under the condition that extensive photographs be taken. A site visitthe next morning revealed ground scars that were consistent with the airplane initially impacting the ground nose-down. The initial impact point was characterized by a shallow crater in which a portion of a propeller blade was found the previous day. The crater was located in the vicinity of 27 degrees, 14.28 minutes north latitude, 080 degrees, 28.52 minutes west longitude, about 090 degrees, 470 feet from the runway 27 threshold. A linear ground scar, about the length of the airplane's wing, emanated from the crater toward a heading of about 220 degrees magnetic. Another ground scar, also about the length of the airplane's wing, emanated from the crater toward a heading of about 060 degrees magnetic. There was then a lack of ground scarring, which was consistent with the airplane having bounced once before it came to rest on its nose about 25 feet, 330 degrees magnetic from the crater, heading about 110 degrees magnetic. An examination of the wreckage at a storage facility revealed that all flight control surfaces were present. Control continuity could not be confirmed to the cockpit due to cockpit crushing. An approximately 45-degree upward bend of the fuselage was noted just aft of the landing gear. There was also leading edge damage along the entire left wing, and fabric tears on both the upper and lower inboard sections of the right wing. Wing crush angles could not be determined due to the fabric-covered, wooden rib construction. One of the three composite propeller blades was sheared near the hub while the next blade in rotation exhibited a chordwise fracture and leading edge scuffing and the third blade was relatively unscathed. The spinner exhibited aft and rotational deformation. A mid 1990s-era hand-held Magellan Skyblazer XL GPS unit was recovered from the wreckage and forwarded to the NTSB Recorders Laboratory. However, data, if saved, was not retrievable. MEDICAL AND TOXICOLOGICAL INFORMATION An autopsy was conducted on the pilot at the Florida District 19 Medical Examiner's Office, Fort Pierce, Florida. Cause of death was determined to be "blunt trauma injuries." Toxicology testing was subsequently performed at the FAA Civil Aerospace Medical Institute, Oklahoma City, Oklahoma. According to the NTSB Medical Officer Factual Report: "Toxicology testing…detected diphenhydramine in the liver and pericardial blood (0.043 ug/ml) and doxylamine in the urine, pericardial blood (0.339 ug/ml) and femoral blood (0.103 ug/ml). Diphenhydramine is a sedating antihistamine used to treat allergy symptoms and as a sleep aid. It is available over the counter under various trade names including Benadryl and Sominex. It carries the warning – 'may impair mental and/or physical ability required for the performance of potentially hazardous tasks (e.g., driving, operating heavy machinery).' The therapeutic range for the drug is from 0.0250 to 0.1120 ug/ml.2 Doxylamine is also a sedating antihistamine used to treat allergy symptoms and as a sleep aid. Itis available over the counter under various trade names including NyQuil and Unisom. The normal therapeutic range is from 0.050 to 0.150 ug/ml and it also carries the warning – 'may impair mental and/or physical ability required for the performance of potentially hazardous tasks (e.g., driving, operating heavy machinery).'" ## Aircraft - Registration: [N117S](https://openairdocs.org/deregistered/N117S-2018-02-08), registration cancelled 2018-02-08, S/N 1774 (OpenAirDocs) - Reported make and model: SCHOONOVER JOHN D KIT FOX IV 1200 - Registry model: [Schoonover John D KIT FOX IV 1200](https://openairdocs.org/model/schoonover-john-d-kit-fox-iv-1200) (registry code 05624B1) (OpenAirDocs) - Registry engine: [Bombardier ROTAX (ALL)](https://openairdocs.org/engine/bombardier-rotax-all) (registry code 09050, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 1774 - Year built: 1993 - Airframe hours: 523 - Engines: Rotax 912 80 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, September 7, 2012, 17 hours before - Departed: FL37, St. Lucie, FL - Destination: FL37, St. Lucie, FL - Airport: FL37, Treasure Coast Airpark, runway 27, 4,000 × 100 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 62; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; seat: left; toxicology performed; flight hours: 692 total, 571 in this make and model, 4 in the last 90 days, 1 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 5 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 72 °F - Altimeter: 29.96 inHg - Observed at: KSUA, 14 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20130414005569A](https://openairdocs.org/incident/20130414005569A), Apr 14, 2013: Schoonover John D KIT FOX IV 1200, Treasure Coast, FL, Substantial damage, 1 fatal. Aircraft crashed nosedown and stayed in that position. Witness saw the aircraft flying low on a close downwind going in and out of low clouds. Next the pilot… ## Docket (7 files) The files NTSB released with the investigation on February 10, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=86644. 2.6 MB in all. - Record of Conversations (item 1, .PDF, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422427&FileExtension=.PDF&FileName=Record%20of%20Conversations-Master.PDF - Medical Factual Report (item 2, .PDF, 212 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422428&FileExtension=.PDF&FileName=Medical%20Factual%20Report-Master.PDF - Logbook Excerpts (item 3, .PDF, 756 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422429&FileExtension=.PDF&FileName=Logbook%20Excerpts-Redacted.PDF - Wreckage Release (item 4, .PDF, 148 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422431&FileExtension=.PDF&FileName=Wreckage%20Release-Redacted.PDF - Toxicological Report (item 5, .PDF, 113 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422430&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Photo 1 - Overview of Wreckage (Photo Courtesy of St. Lucie Sheriff's Office) (item 6, .PDF, 694 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422432&FileExtension=.PDF&FileName=Photo%201%20-%20Overview%20of%20Wreckage%20(Photo%20Courtesy%20of%20St.%20Lucie%20Sheriff%27s%20Office)-Master.PDF - Photo 2 - Wreckage (Photo Courtesy of St. Lucie Sheriff's Office) (item 7, .PDF, 654 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422433&FileExtension=.PDF&FileName=Photo%202%20-%20Wreckage%20(Photo%20Courtesy%20of%20St.%20Lucie%20Sheriff%27s%20Office)-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.