ERA15FA298

The private pilot/owner of the experimental amateur-built airplane was attempting to land on the 431-ft-long grass airstrip for the first time. According to a witness, before the accident, the pilot had flown three practice approaches without landing. The witness reported that, during the fourth approach, the airplane entered a steep-bank-angle turn onto final approach and then "went straight down" to ground impact. The airplane came to rest on its nose, and a fire erupted. The witness' description of the event and the impact geometry are consistent with the pilot conducting a steep turn that resulted in the wing exceeding its critical angle-of-attack and a subsequent aerodynamic stall. Examination of the wreckage did not reveal evidence of any preimpact mechanical malfunctions or anomalies that would have precluded normal operation of the airframe or engine.

According to FAA records, the experimental amateur-built airplane was issued a special airworthiness certificate on August 14, 2012, and registered to the pilot/owner. The airplane was a two-seat, high-wing, fabric covered monoplane equipped with fixed conventional landing gear and a Rotax 532 two-stroke engine. No airplane maintenance records were found at the time of this writing. The owner/pilot's private grass airstrip was located 3 miles northwest in Montrose, Pennsylvania. It had two runways designated as 30/12 and 07/25. The runway designated as 30/12 was 431 feet-long and 25 feet-wide. The runway designated as 07/25 was 481 feet-long and 25 feet-wide. On August 7, 2015, about 1855 eastern daylight time, an experimental amateur built Kitfox Model 1, N428YT, was substantially damaged when it impacted an embankment while practicing landing approaches to a private airstrip in Montrose, Pennsylvania. The airplane was privately owned and operated. The private pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan had been filed for the personal flight. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 and originated around 1830 from Tri Cities Airport (CZG), Endicott, New York. According to a witness, the accident flight was the first time the pilot had performed practice landing approaches to his private airstrip. Immediately prior to the accident, the pilot performed about three practice approaches but did not land the airplane. According to another witness, during the final approach, the airplane entered a "steep angle turn" and then "went straight down." It impacted the ground and came to rest on an embankment about 15 feet short of the runway approach end. The Susquehanna County Coroner, in Dunmore, Pennsylvania, performed an autopsy on the pilot. The autopsy report indicated that the pilot died as a result of "multiple traumatic injuries." The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing of the pilot. Fluid specimens from the pilot tested negative for carbon monoxide, ethanol, and other drugs. The 1853 recorded weather observation at Greater Binghamton Airport (BGM), Binghamton, New York, located approximately 23 nautical miles to the north of the accident location, included wind from 030 at 4 knots, visibility 10 miles, clear skies, temperature 23 degrees C, dew point 12 degrees C; barometric altimeter 29.97 inches of mercury. According to FAA records, the pilot held a private pilot certificate with a rating for airplane single engine land. According to the pilot's logbook, he had accumulated 300 hours of total flight time and 90.25 hours of total time in the accident airplane make and model, of which, 20 hours were in the previous 12 months. This pilot was issued a Federal Aviation Administration (FAA) third-class medical certificate on December, 2, 2013, with the limitation that he must wearcorrective lenses for near and distant vision. The airplane impacted an embankment, approximately 15 feet from the approach end of runway 30, and was oriented on a 025 degree heading. The airplane came to rest in a near nose down, vertical attitude. A post impact fire ensued, which consumed the fabric covering the fuselage, inboard section of both wings, and the empennage. All components of the airplane were located in the vicinity of the wreckage. In addition, a smell similar in odor to 100LL fuel was noted on scene in the vicinity of the wreckage. The right wing remained attached to the fuselage and was bent forward. The outboard section of the right wing was impact-separated. The left wing remained intact and attached to the fuselage by the forward attach point and the wing strut was bent aft. The aft attach point of the left wing was thermally damaged and the wing tip exhibited crush damage in the aft direction. The empennage remained attached to the fuselage and was bent to the left about one foot forward of the elevator. The rudder and elevator skin was consumed by post impact fire and the control surfaces remained attached to the empennage at all attach points. The cockpit and seats were consumed by fire. Flight control continuity was confirmed from the flight control surfaces to the controls in the cockpit. The engine remained attached to the fuselage through the four engine mounts and engine control cables. It was removed from the airframe to facilitate examination. The spark plugs were finger tight and exhibited normal wear when compared to manufacturer guidance. The propeller reduction gear box was removed and contained oil. There were two teeth that were damaged from the propeller drive gear. In addition, there were three teeth damaged on the crankshaft gear. The exhaust "y" pipe was removed to examine the sides of the pistons, which did not exhibit any vertical scoring. Crankshaft and valvetrain continuity was confirmed when the crankshaft was rotated by hand. Both carburetors were impact-separated and consumed by fire. The starter was partially melted, and starter drive gear teeth exhibited no anomalies. The fuel lines and ignition wiring were consumed by fire. The accessory gear cover was consumed by post impact fire. The gascolator bowl was impact separated and consumed by fire. The radiator was impact-separated and partially consumed by fire.