Downer Aircraft Industries KR-1 accident near Prescott, Arizona, February 23, 1993
On February 23, 1993 at about 7:30 pm local time, a Downer Aircraft Industries KR-1, an amateur-built aircraft,, registered N9HD, was destroyed in an accident near Prescott, Arizona. 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
THE TOTAL LOSS OF ENGINE POWER FOR UNDETERMINED REASONS. A FACTOR IN THE ACCIDENT WAS THE LACK OF A SUITABLE LANDING AREA AT THE TIME OF THE POWER INTERRUPTION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 23, 1993 · about 7:30 pm local time
- Place
- Prescott, Arizona · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Downer Aircraft Industries KR-1, amateur-built
- Registration
- N9HD · no longer on the register · serial 001
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE EXPERIMENTAL HOMEBUILT HAD ONLY BEEN OPERATED ABOUT 56 HOURS IN THE LAST 12 YEARS, WITH THE LAST FLIGHT PRIOR TO THE ACCIDENT LISTED IN THE AIRCRAFT LOG BOOK AS JUNE 16, 1992. THE PILOT MADE NO STATEMENT REGARDING THE ACCIDENT CIRCUMSTANCES. GROUND WITNESSES REPORTED HEARING AND OBSERVING THE AIRCRAFT DESCEND INTO A RESIDENTIAL AREA WITHOUT ANY APPARENT ENGINE POWER. FAA AIRWORTHINESS INSPECTORS EXAMINED THE AIRCRAFT AND REPORTED FINDING MANY DISCREPANCIES IN THE AIRCRAFT SYSTEM DESIGNS AND INSTALLATIONS. THE FUEL SYSTEM CONSISTED OF A RUBBERMAID FIVE GALLON CONTAINER CONNECTED TO THE ENGINE WITH PLASTIC TUBING AND OPERATED BY A HAND WOBBLE PUMP. THE CARBURETOR HEAT SYSTEM CONSISTED OF PVC PLUMBING PIPE HELD TOGETHER AND SECURED TO BOTH THE ENGINE EXHAUST SYSTEM AND THE CARBURETOR WITH RTV SEALANT. THE FAA INSPECTORS REPORTED THAT THE EXAMINATION OF THE REVMASTER VW ENGINE ITSELF REVEALED NO EVIDENCE OF A MECHANICAL MALFUNCTION. REVIEW OF FAA RECORDS REVEALED THAT THE PILOT'S MEDICAL HAD EXPIRED. THE PILOT HAD HELD HIS PRIVATE CERTIFICATE FOR 40 YEARS AND HAD FLOWN 290 HOURS IN THAT TIME. THE AVAILABLE PILOT AND AIRCRAFT RECORDS DISCLOSED THAT THE PILOT HAD NOT FLOWN IN THE LAST SEVEN MONTHS.
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
- Flight time: 290 hours in all; 15 in this make and model
- Medical certificate: Class 3 (expired)
- Seat: ctr
The aircraft
- Airframe total time: 56 hours
- Last inspection: annual inspection, March 24, 1992; 6 hours since
- Maximum gross weight: 750 lb
- Seats: 1
- Landing gear: fixed
- Engine: Revmaster 2100 CC (piston); 0 hours total
The flight
- Departed from: PRC at 5:30 pm
- Destination: PRC
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 220° at 8 knots
- Visibility: 65 statute miles
- Temperature: 52°F (11°C), dew point 27°F (-3°C)
- Altimeter: 29.00 inHg
- Observation at 8:52 pm from PRC, 10 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.