RUDDER DWIGHT K KITFOX IV 1200 SPDST

Full Narrative

On September 5, 2017, about 1835 central daylight time, an experimental amateur-built Kitfox IV 1200 Speedster, N16KR, was substantially damaged during a forced landing in Raymond, Mississippi. The sport pilot was not injured. Day visual meteorological conditions prevailed at the time, and no flight plan was filed for local flight that departed a private airport about 1830. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
According to the pilot, during the initial climb at an altitude of about 250 ft, the engine lost partial power. He attempted to restore power by adjusting the throttle and was unsuccessful. A few seconds later the engine lost all power. He then performed a successful forced landing to a field. During the landing rollout, the airplane struck a log and flipped over.
Examination of the airplane by a Federal Aviation Administration inspector revealed substantial damage to the left wing, outboard of the wing strut, and buckling of the fuselage about midway between the rear window and the vertical stabilizer. During the examination, no mechanical discrepancies were noted with the airframe or engine that would have prevented normal operation. In addition, there were no anomalies noted with the fuel in the airplane and there was no debris in the fuel filter. Following the examination, the engine was started and responded to multiple throttle inputs without anomaly.
According to the airplane maintenance logbook, the most recent condition inspection was performed August 22, 2017, about 3 flight hours prior to the accident. At that time, the floats were replaced in both carburetors. The last maintenance entry, dated September 1, 2017, read "replaced fuel line at fuel cut off valve."
At 1835, the weather reported at John Bell Williams Airport (JVW), Raymond, Mississippi, about 9 miles north of the accident site, included a temperature of 29°C and a dew point 26°C. The calculated relative humidity at this temperature and dewpoint was about 84 percent. Review of the icing probability chart contained within Federal Aviation Administration Special Airworthiness Information Bulletin CE-09-35 revealed the atmospheric conditions at the time of the accident were "conducive to light icing at cruise or descent power."