FTW04FA144

During takeoff, a witness observed the airplane depart to the south and climbed vertically at an approximate 85 degree angle, with the rudder deflected to the right. When it reached the apex of the climb, approximately 200-250 feet above ground level, it began to "fly backwards like a kite," and the engine was "throttled back." The airplane then made a descending left hand turn in an approximate 45-50 degree nose down attitude. While in the descent, the elevator was deflected to the full up position. The witness then observed the left wing "drop" and the upward deflection on the elevator decreased. At this point, and while still in the descent, the right aileron was deflected to the full up position, and the airplane's wings leveled out, while the engine "throttled back up to full power." The right aileron stayed deflected, and the airplane turned to the right and contacted the ground with the right wing tip first followed by the engine. Another witness reported that the 410-hour pilot "almost always" performed this type of take-off, and he has observed the pilot perform this maneuver "recently and frequently." Flight control continuity was established throughout the airplane at the accident site. No mechanical anomalies were noted with the engine or airframe. The airplane was found to be within weight and balance limits.

History of flight

On May 29, 2004, at 1440 central daylight time, an Aviat A-1 single-engine tailwheel equipped airplane, N623KD, was substantially damaged when it impacted terrain following a loss of control during takeoff from a private airstrip near Harwood, Texas. The airplane was registered to and operated by the pilot. The private pilot and the passenger sustained fatal injuries. Visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight was originating at the time of the accident.

The owner of the private airstrip, known locally as "Coover Flying Field," reported that he was hosting an annual Memorial Day Weekend fly-in for remote control airplane enthusiasts. One of the participants flew his airplane to the airstrip on the morning of the accident, and during the day, offered to take people for a ride in his airplane. The accident occurred on his third passenger ride of the day.

Several people witnessed the accident and provided the Safety Board with written and verbal statements.

During a telephone interview, conducted by the NTSB investigator-in-charge (IIC), a witness reported that he had observed the pilot make three take-offs. He reported that on the first take-off, the pilot made a "sharp climb" that was "steeper than normal." The witness videotaped the pilot's second take-off. He said the airplane departed "quickly" from the ground with full flaps and full power, but the climb-out was "slower" than and not as steep as the previous take-off. The witness videotaped the entire third flight. He said that he had reviewed the videotape several times, and reported the following:

The airplane departed to the south and climbed vertically at an approximate 85 degree angle, with the rudder deflected to the right. When it reached the apex of the climb, approximately 200-250 feet above ground level (agl), it began to "fly backwards like a kite" (the witness was not sure if this was due to the strong winds that were blowing at the time), and the engine was "throttled back." The airplane then made a descending left hand turn, and descended in an approximate 45-50 degree nose down attitude. While in the descent, the elevator was deflected to the full up position. The witness then observed the left wing "drop" and the upward deflection on the elevator decreased. At this point, and while still in the descent, the right aileron was deflected to the full up position, and the airplane's wings leveled out, while the engine "throttled back up to full power." The right aileron stayed deflected, and the airplane turned to the right and contacted the ground with the right wing tip first. As the airplane contacted the ground, the fuselage twisted and came to rest in the opposite direction of where it initially contacted the ground.

In addition, the witness also observed the airplane as it flew around the airfield on its previous flights. At one point, he said the airplane flew over the eastern portion of the airfield at a very low altitude.

A review of the video tape by the NTSB IIC confirmed the witnesses' statement.

A second witness reported that he was standing about 500 feet away from the airplane when he observed it make a near vertical climb after take-off. When the airplane reached an altitude of 250-300 feet agl, engine power was reduced, and the airplane did a "hammerhead stall" to the left. As the airplane descended, he saw the pilot try to pull out of the dive about 50 feet above the ground, but the right wing dropped and collided with the ground, and followed by the nose of the airplane. The witness stated that the pilot "almost always" performed this type of take-off, and he had observed the pilot perform this maneuver "recently and frequently."

A third witness reported that the airplane departed with full flaps and "went into a straight vertical climb" with an approximate 30 mile per hour (mph) head wind. As the airplane reached a 90 degrees nose-up attitude, it was "pushed backwards" as the airplane performed a "hammerhead turn." As the airplane started to descend, the witness observed the "engine running" as the pilot "tried to pull out of the descent."

A fourth witness reported that the airplane "took off and went almost vertical." At an approximate altitude of 200 feet agl, the airplane "stalled" and attempted to turn left as it impacted terrain.

A fifth witness reported that as the airplane lifted off the runway, "it went almost vertical. At the top of the vertical climb, it turned to the left." The engine "sounded like it throttled back as the airplane started to descend."

A sixth witness reported that the airplane "pulled up to a vertical line of approximately 85 degrees" after takeoff. At an altitude of approximately 300 feet agl, the airplane "turned to the left in a stall turn." As the airplane established the "downline," the wind pushed [the airplane] downwind as [the airplane] went into a stall." The witness stated "there was not enough altitude to recover."

Personnel information

The pilot held a private pilot certificate with ratings for airplane single engine land, and instrument airplane. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued on September, 18, 2002.

A review of the private pilot's logbook revealed that he accumulated approximately 410.2 flight hours, of which 282.9 hours was in the accident make/model airplane. In the preceding 90 days, the pilot had logged 37.1 hours of flight time, and in the preceding 30 days, he had logged 13.8 hours of flight time.

Aircraft information

The 1994-model Aviat A-1, serial number 1274, was a high wing, fabric covered tubular structure airplane, with a fixed landing gear, configured to carry a maximum of two occupants in a tandem seating configuration. The airplane was powered by a normally aspirated, direct drive, air-cooled, horizontally opposed, carbureted, four-cylinder Lycoming O-360-A1P engine (serial number L-34257-36A), rated at 180 horsepower at sea level.

Review of the airframe and engine logbooks, revealed the airplane's most recent 100-hour/annual inspection was on April 11, 2004, with a total time of 428 hours. At the time of the accident, the airframe and engine had accumulated a total of 23.1 hours since the last inspection.

Meteorological information

Weather at San Marcos Municipal Airport (HYI), near San Marcos, Texas, approximately 26 nautical miles northwest of the accident site, at 1435, was reported as wind from 170 degrees at 22 knots, gusting to 25 knots, visibility 10 statute miles, sky clear, temperature 89 degrees Fahrenheit, dew point 71 degrees Fahrenheit, and an altimeter setting of 29.73 inches of Mercury.

The density altitude was calculated by the NTSB IIC to be 2,754 feet.

Aerodrome information

The private airstrip featured a 1,700-foot long by 100-foot wide unlit grass runway oriented on a north/south heading. The grass runway was cut to approximately 2-3 inches in height.

Wreckage and impact information

The airplane came to rest in a field approximately 500 feet from the north end of the runway, and 300 feet east of the runway approximately 29 degrees 41 minutes north latitude and 097 degrees 29 minutes west longitude, at a field elevation of approximately 447 feet mean sea level (msl). The airplane impacted terrain on a magnetic heading of 085 degrees, and came to rest on its left side on a heading of 210 degrees. The wreckage debris distribution area remained within an 75-foot radius to the main wreckage.

The initial impact mark was about 34 feet from where the airplane came to rest. The initial impact mark included two horizontal impact marks (consistent with the leading edge of the wings) that expanded to the left and right of a 3- foot by 2- foot- wide crater. A piece of green navigatio