Wytheville, VA, USA
N7026G
RIVERS WILLIAM J KR-2
The pilot, who had accrued 105 hours of flight time, had recently purchased the airplane but had no time in that type airplane. He had been advised by other pilots that he was not ready to fly such an airplane because of the airplane's performance. On the day of the accident, the pilot conducted numerous high-speed taxis and would momentarily lift the airplane off the runway and then land again in an effort to become familiar with the airplane. That afternoon, the pilot again performed a number of high-speed taxis and then took off. The airplane climbed to traffic pattern altitude and made a slow left turn and joined the crosswind leg of the pattern. About 5 seconds after completing the turn, the airplane, which had a right-turning tendency at high angles of attack and high power settings due to its counterclockwise-rotating propeller, rolled to the right, pitched nose down, and entered a spin, completing four rotations before impacting in a field. Examination of the wreckage did not reveal any evidence of preimpact malfunctions or failures of the airplane or engine that would have precluded normal operation.
HISTORY OF FLIGHT On October 6, 2011, about 1310 eastern daylight time, an experimental amateur built (E-AB) Rivers KR-2, N7026G, was substantially damaged when it impacted terrain, following a loss of control during initial climb, near Mountain Empire Airport (MKJ), Wytheville, Virginia. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 Code of Federal Regulations Part 91. According to witnesses, the pilot had recently purchased the airplane but had never flown it or another airplane of the same type. The witnesses stated that on the day of the accident, during the morning, the pilot had conducted numerous high speed taxis on the runway to get familiar with the feel of the airplane. The witnesses also stated that the pilot would momentarily lift the airplane off of the runway and then land, again in an effort to become familiar with the airplane. That afternoon, the pilot again performed a number of high speed taxis before taking off from Runway 8. The airplane was next observed to climb to traffic pattern altitude and the engine could be heard to be "running satisfactorily". The airplane then made a "slow left turn" and joined the crosswind leg of the pattern. About 5 seconds later after completing the turn, the airplane appeared to roll to the right, pitch nose down, and enter a spin, completing four rotations before disappearing from sight behind a treeline. Moments later, smoke was observed. PERSONNEL INFORMATION According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA second-class medical certificate was issued on November 20, 2009. He reported 105 total hours of flight experience on that date. AIRCRAFT INFORMATION The accident airplane was a single-engine, two seat, low-wing cantilever monoplane, equipped with fixed landing gear. It was 14 feet, 6 inches long, and had a wingspan of 20 feet, 8 inches. The wing area was 80 square feet. Empty weight was 480 pounds, and useful load was 420 pounds. It could cruise at 180 miles per hour (mph) and its stall speed was 52 mph. The wings were of two spar construction. The front spar was made of spruce and the rear spar was made of spruce and plywood. The wing ribs were formed from polyurethane foam, and the space around them was filled with the same material. The wing structure was covered with fabric impregnated with epoxy resin. The fuselage was built around a wooden framework, the lower part skinned in plywood and the upper part built up of polystyrene foam covered in epoxy-coated fabric. It was powered by a 60 horsepower, 1835 cubic centimeter displacement, 4 cylinder, Volkswagen, air cooled engine. The engine was converted for aircraft use by Homebuilt Aircraft Products Incorporated, and was equipped with a Sterba Propeller Company, model 54-50, wood, counterclockwise rotating propeller. According to FAA records, the airplane's special airworthiness certificate was issued on October 1, 2003. The airplane's most recent conditional inspection was completed on September 20, 2011. At the time of the accident; the airplane had accrued approximately 67 total hours of operation. METEOROLOGICAL INFORMATION The recorded weather at MKJ, at 1255, included: wind 100 degrees at 4 knots, visibility 10 miles, sky clear, temperature 21 degrees C, dew point 11 degrees C, and an altimeter setting of 30.40 inches of mercury. WRECKAGE AND IMPACT INFORMATION Examination of the accident site and wreckage by Federal Aviation Administration (FAA) inspectors revealed no evidence of any preimpact failure or malfunction of the airplane and engine. The airplane impacted in a flat attitude and the majority of the airplane had been consumed by a post impact fire. A circular debris field approximately 150 feet in diameter surrounded the point of impact. Further examination revealed evidence of ground scarring indicative of propeller rotation along with the shattered remains of the wooden propeller. Additionally, control continuity was established from the cockpit to all of the flight controls. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot by the Commonwealth of Virginia, Office of the Chief Medical Examiner. Cause of death was blunt impact injuries to the head, chest, abdomen, and pelvis. Toxicological testing of the pilot was conducted at the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The specimens were negative for carbon monoxide, cyanide, basic, acidic, and neutral drugs. TEST AND RESEARCH Prior Training and Experience Post accident interviews revealed that prior to the accident the pilot had recently obtained some training in another amateur built experimental airplane of another design and a few hours in an American Champion 7ECA. Pilots who knew him advised him however that he was not knowledgeable and experienced enough, was not ready to fly a an airplane with the airplane's performance, and that he should get more training and experience prior to flying the KR-2. The pilot was insistent though that he was going to fly the airplane. Rudder Pedal Application Unlike most propeller driven airplanes, The KR-2's propeller rotated counterclockwise when viewed from the cockpit. This required the application of left rudder (versus right rudder as is common) at high angles of attack and high power settings to counteract torque and P-factor (Asymmetrical thrust) which would create undesired right turning tendencies.
The pilot's failure to maintain control, which resulted in an aerodynamic stall/spin. Contributing to the accident was the pilot's lack of experience in the airplane make and model.
Source: NTSB Aviation Accident Database
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