Amateur-built KR-2 accident near Glendale, Arizona, December 16, 2003
On December 16, 2003 at about 6:07 pm local time, a amateur-built KR-2, registered N82KR, was substantially damaged in an accident near Glendale, Arizona (Glendale Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
loss of engine power due to a loose carburetor jet. A contributing factor was the owner/operators failure to have a condition inspection performed on the aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 16, 2003 · about 6:07 pm local time
- Place
- Glendale, Arizona · Glendale Municipal · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built KR-2
- Registration
- N82KR · no longer on the register · serial KR2-8019
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot made a forced landing in an open field a ½-mile short of his destination airport, following a loss of engine power on final approach. The experimental airplane came to rest inverted after the main landing gear dug into the plowed field. The pilot indicated that the engine performed fine throughout the flight until he pulled the power to idle on final approach and the engine lost power. An attempt to re-start the engine was unsuccessful. During a post-accident engine examination and ground run, the engine ran rough and when the throttle was reduced to the idle position the engine lost total power. FAA inspectors noted that the power jet needle in the carburetor had very little tension, and was backed out of its position by three full turns. Using the engine's maintenance manual, the power jet needle was readjusted. The engine was then ground run with no discrepancies noted. According to the airplanes operating limitations a condition inspection shall be conducted every 12-calendar months. The aircraft's last condition inspection took place over 14 months prior to the accident.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: glider
- Flight time: 1,167 hours in all; 14 in this make and model
- Last flight review: July 1, 2001
- Medical certificate: Class 3 (expired)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 115 hours
- Last inspection: annual inspection, October 27, 2002; 20 hours since
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Mosler 82DX/961 (piston); 0 hours total
The flight
- Departed from: LRU Las Cruces NM at 3:30 pm
- Destination: GEU Glendale AZ
- Flight plan: VFR
- Runway 01, 7,150 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 12 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 9°F (-13°C)
- Altimeter: 30.40 inHg
- Observation at 6:07 pm from GEU, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.