Amateur-built KITFOX III accident near Carson City, Nevada, May 24, 1998
On May 24, 1998 at about 4:30 pm local time, a amateur-built KITFOX III, registered N38JK, was substantially damaged in an accident near Carson City, Nevada (Carson City airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the right landing gear shock cord because of ultraviolet deterioration in an area of abraded outer fabric, that resulted in a loss of directional control on landing and subsequent ground collision. Factors were the owner/builder's failure to replace the worn shock cord, and the kit manufacturer's failure to include its replacement in the annual inspection checklist.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 24, 1998 · about 4:30 pm local time
- Place
- Carson City, Nevada · Carson City · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built KITFOX III
- Registration
- N38JK · no longer on the register · serial 751
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the purpose of the flight was to conduct touch-and-go landings. On the fourth touch-and-go landing the airplane veered to the right and the pilot attempted an unsuccessful go-around. Examination of the aircraft revealed a broken shock cord on the right main landing gear. Examination of aircraft records revealed that the aircraft had recently completed an annual inspection and the airframe had accrued 125 hours, without replacement of the shock cords. The shock cord was inspected, and found to exhibit internal ultra violet aging due to the abraded outside fabric lacing. According to the manufacturer, the shock cords are designed to be the weakest link in the landing gear system, and will fail at some point. He further stated that the shock cords should be replaced at the annual inspection. As a result of the accident, it was found that no provisions were made in the annual inspection checklist for replacement of the shock cords during the annual inspection. In the manufacturer's newsletter, under Maintenance Items, there was a reminder to replace the shock cords annually. The pilot stated that he was not aware that the shock cords needed to be replaced on an annual basis, as this was not mentioned in the annual inspection checklist. The manufacturer has since amended the annual inspection checklist to require replacement of the shock cord on an annual basis.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,188 hours in all; 125 in this make and model; 10 in the last 90 days; 4 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 125 hours
- Last inspection: annual inspection, March 24, 1998; 47 hours since
- Maximum gross weight: 1,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582UL (piston); 0 hours total
The flight
- Departed from: CXP at 4:30 pm
- Flight plan: none
- Runway 27, 5,900 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 350° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
- Observation at 4:56 pm from RNO, 98 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.