Hall Kitfox accident near Nampa, Idaho, August 30, 2019
On August 30, 2019 at about 2:37 pm local time, a 1988 Hall Kitfox, an amateur-built aircraft,, registered N87TJ, was substantially damaged in an accident during landing (landing roll) near Nampa, Idaho (Nampa Municipal Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The owner's improper installation of the tailwheel, which resulted in the pilot's inability to maintain directional control during landing as a result of severe tailwheel vibrations.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 30, 2019 · about 2:37 pm local time
- Place
- Nampa, Idaho · Nampa Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Hall Kitfox 532, built 1988, amateur-built
- Registration
- N87TJ · registry record · serial 158
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, during takeoff in the experimental, amateur-built, tailwheel-equipped airplane, he experienced a hard shimmy before liftoff. Following an uneventful flight, the pilot landed the airplane onto the main landing gear. When the tailwheel touched down, the airplane immediately became uncontrollable and unresponsive. The airplane was rolling toward the right side of the runway and the pilot applied the brakes in an attempt to slow the airplane. The propeller contacted the runway surface before the airplane exited the runway, nosed over, and came to rest inverted. The pilot reported that, about 6 to 8 weeks before the accident, the owner installed a larger tailwheel on the airplane. The original tailwheel was about 3 or 4 inches in diameter. The new tailwheel was about 6 inches in diameter. A postaccident examination of the airplane revealed that the airplane was equipped with a 1 1/4-inch tailwheel leaf spring. The new tailwheel was designed for a 1 1/2-inch tailwheel leaf spring; therefore, a shim would have been required to ensure proper installation. In addition, a longer bolt would be needed to ensure that the bolt would properly secure within the locking nut. The examination revealed that the bolt was still present in the leaf spring, but the locking nut was not present and was not located along the runway. The washer was found underneath the tail, and there were no indications that a shim was installed. The bolt was removed from the leaf spring and measured; it was not long enough to reach the locking portion of the locking nut. Since the bolt was not long enough to reach the locking portion of the locking nut, it is likely that the nut vibrated loose during normal operations, which caused excessive play in the tailwheel during landing.
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
What happened, in order
- Part(s) separation from AC during unknown
- Nose over/nose down during landing (landing roll)
- Landing gear not configured during landing (landing roll) defining event
- Loss of control on ground during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
- factor Personnel issues › Task performance › Maintenance › Modification/alteration › Owner/builder
- factor Personnel issues › Task performance › Maintenance › Installation › Owner/builder
- factor Aircraft › Aircraft systems › Landing gear system › Nose/tail gear attach section › Incorrect service/maintenance
Pilot
- Certificate: private
- Ratings: single-engine sea
- Flight time: 2,203 hours in all; 25 in this make and model; 10 in the last 90 days; 3 in the last 30 days
- Last flight review: March 9, 2019
- Medical certificate: Sport Pilot
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 502 hours
- Last inspection: condition inspection, November 24, 2018; 25 hours since
- Maximum gross weight: 950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Jabiru 2200 (piston); 167 hours total
The flight
- Departed from: EUL Caldwell ID at 2:15 pm
- Destination: MAN Nampa ID
- Flight plan: none
- Runway 11, 5,000 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 59°F (15°C)
- Altimeter: 30.02 inHg
- Observation at 2:15 pm from MAN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on February 21, 2020. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Record of Conversation - Pilot | PDF, 1 page | View Download |
| 3 | Record of Conversation - FAA Inspector | PDF, 3 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N87TJ the same tail number, which may have belonged to a different aircraft at the time
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.