# NTSB NYC02LA120: Smith Kitfox Classic IV, N3023J, Limerick, ME, June 20, 2002 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: June 20, 2002, 19:54 local (23:54 UTC) - Place: Limerick, ME - Coordinates: 43.683612, -70.800552 - Nearby events: https://openairdocs.org/map.md?lat=43.6836&lon=-70.8006&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report June 25, 2003 - Report: Approved by Office Director - Parties: FAA - NTSB case key (mKey): 55014 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC02LA120 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55014/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=55014 - Page: https://openairdocs.org/ntsb/NYC02LA120 ## Probable cause The pilot's failure to perform a modification required by the manufacturer, which resulted in a failure of the float covering. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, approach - landing gear,float assembly - failure - maintenance,modification - not performed, owner/pilot mechanic (cause) - Loss of control - in flight, approach - aircraft control - reduced - In flight collision with terrain/water, descent - uncontrolled - terrain condition - water ## Analysis After performing a "routine" inspection, the floatplane was taxied from the shoreline, to the center of the lake, where it departed. The pilot observed that something was wrong with the floats as soon as the floatplane lifted off the water. He felt a slight drag, as well as noise emitting from the floats. About 500 feet above the lake, the pilot elected to return for a landing. As the floatplane was about to touchdown, the noise from the floats increased. Observing that a landing could not be accomplished, and a collision with homes was approaching, the pilot aborted the landing. While setting up for a second approach to the lake, both float coverings separated from the forward section of the float shells. The floatplane then entered into a dive, and the pilot reduced power. The floatplane impacted the water nose first, and came to rest with the tail section protruding upward. The pilot egressed from the main cabin, and swam to the shore. Examination of the wreckage revealed that the floats were fabric covered, and had a hard plastic cover that zipped onto the bottom of each float. Both of the zippers were found partially unzipped. The manufacturer of the floats issued a Product Bulletin on November 20, 1998, which addressed a defect with the zippers installed on the floats. If any defects were observed with the zippers, the entire zipper would have to be replaced as a set. The manufacture also provided, free of charge, a kit that would provide a secondary means of keeping the hull cap attached to the float in the event of a zipper failure. The bulletin further stated, "This is a mandatory, permanent, modification that must be carried out before further flight." No maintenance logbooks for the airplane were recovered; however, the pilot stated that the previous owner of the floatplane had not complied with the manufacture's Product Bulletin, nor did he. ## Factual narrative On June 20, 2002, about 1954 eastern daylight time, a homebuilt Kitfox Classic IV floatplane, N3023J, was substantially damaged while landing on Arrowhead Lake, Limerick, Maine. The certificated student pilot received serious injuries. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. After performing a "routine" inspection, the floatplane was taxied from the shoreline, to the center of the lake, where it departed. The pilot observed that something was wrong with the floats as soon as the floatplane lifted off the water. He felt a slight drag, as well as noise emitting from the floats. About 500 feet above the lake, the pilot elected to return for a landing. As the floatplane was about to touchdown, the noise from the floats increased. Observing that a landing could not be accomplished, and a collision with homes was approaching, the pilot aborted the landing. While setting up for a second approach to the lake, both float coverings separated from the forward section of the float shells. The floatplane then entered into a dive, and the pilot reduced power. The floatplane impacted the water nose first, and came to rest with the tail section protruding upward. The pilot egressed from the main cabin, and swam to the shore. The pilot stated to a Federal Aviation Administration (FAA) inspector, that he had recently purchased the floatplane from another individual. He had accumulated about 3 hours of dual instruction, and 17 hours of solo flight time, in the floatplane. The FAA inspector examined the airplane after the accident. He observed that the floats were fabric covered, and had a hard plastic cover that zipped onto the bottom of each float. Both of the zippers were found partially unzipped, but the left was further than the right. The fuel mixture control and throttle were found in the closed position. The magnetos were in the "OFF" position. Flight control continuity was verified to the ailerons, elevator, and rudder. The FAA inspector also added that the manufacturer of the floats issued a Product Bulletin on November 20, 1998, which addressed a defect with the zippers installed on the floats. If any defects were observed with the zippers, the entire zipper would have to be replaced as a set. The manufacture also provided, free of charge, a kit that would provide a secondary means of keeping the hull cap attached to the float in the event of a zipper failure. The bulletin further stated, "This is a mandatory, permanent, modification that must be carried out before further flight. No maintenance logbooks for the airplane were recovered; however, the pilot stated to the FAA inspector that the previous owner of the floatplane had not complied with the manufacture's Product Bulletin. The inspector also did not observe any modifications to the floats during his examination of the wreckage. ## Aircraft - Registration: [N3023J](https://openairdocs.org/deregistered/N3023J-2013-03-07), registration cancelled 2013-03-07, S/N C9502-0103, built 1996 (OpenAirDocs) - Reported make and model: Smith Kitfox Classic IV - Registry model: [Smith S P/Smith C A KITFOX-CLASIC IV](https://openairdocs.org/model/smith-s-p-smith-c-a-kitfox-clasic-iv) (registry code 05602FB) (OpenAirDocs) - Registry engine: [Bombardier ROTAX (ALL)](https://openairdocs.org/engine/bombardier-rotax-all) (registry code 09050, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: C-95020103 - Airframe hours: 137 - Engines: Rotax 618 85 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Daniel E. Desvergnes - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, February 1, 2002, 20 hours before - Departed: NONE, Limerick, ME ## Flight crew As NTSB recorded them. NTSB leaves out names. - Student pilot; age 40; injuries: serious; student; medical: class 3, valid medical--no waivers/lim.; seat: left; flight hours: 60 total, 17 in this make and model, 14 in the last 90 days, 6 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 320° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 43 °F - Altimeter: 29.97 inHg - Observed at: PWM, 25 nm away ## Docket (3 files) The files NTSB released with the investigation on May 15, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=55014. 735 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 360 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447792&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Correspondence (item 2, .PDF, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40182661&FileExtension=.PDF&FileName=Correspondence-Master.PDF - Float Manufacturer Information (item 3, .PDF, 353 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40182662&FileExtension=.PDF&FileName=Float%20Manufacturer%20Information-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.