Amateur-built KITFOX IV accident near Concord, North Carolina, June 21, 1997
On June 21, 1997 at about 1:40 pm local time, a amateur-built KITFOX IV, registered N582KF, was substantially damaged in an accident near Concord, North Carolina (Concord Regional airport). It was an instructional 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
Failure of the pilot-in-command to maintain directional control and his poor preflight planning preparation for allowing the pilot rated passenger to manipulate the throttle control. Contributing to the accident was the pilots total lack of experience in make and model.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 21, 1997 · about 1:40 pm local time
- Place
- Concord, North Carolina · Concord Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built KITFOX IV
- Registration
- N582KF · registry record · serial 1455
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot-in-command who is a CFI was seated in the right front seat and the airplane owner who was previously tailwheel trained was seated in the left front seat. The PIC had never before the accident flight flown the accident make and model airplane. The airplane owner was required by insurance requirements to receive dual instruction. The owner performed the first takeoff with an uneventful full-stop landing. The second takeoff attempt was performed with the PIC manipulating the flight controls and the owner manipulating the throttle control. During the takeoff roll after the tail was raised the airplane began to yaw to the left. The PIC attempted to correct with right rudder and the airplane subsequently became airborne then touched down first with the right main landing gear followed by the right wing tip. The airplane ground looped and came to rest upright. The PIC stated that after the airplane came to rest the throttle was fully open. He further stated that the accident would not have occurred if he was manipulating the throttle control.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 800 hours in all; 190 in the last 90 days; 90 in the last 30 days; 750 as pilot in command; 450 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: annual inspection, December 14, 1996; 15 hours since
- Maximum gross weight: 1,050 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582 LC (piston); 0 hours total
The flight
- Departed from: JQF at 1:40 pm
- Flight plan: none
- Runway 2, 5,500 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 2 knots
- Visibility: 5 statute miles
- Sky: scat at 15,000 ft
- Temperature: 82°F (28°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 1:52 pm from CLT, 15 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.