On October 15, 2005, about 1025 eastern daylight time, a homebuilt KR2, N212KR, registered to a private individual, crashed under unknown circumstances in the Gulf of Mexico, near Venice, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the private-rated pilot, the sole occupant was fatally injured. The flight originated about 0940, from Venice Municipal Airport (KVNC).

Several individuals reported seeing the accident flight depart from runway 04 at KVNC, though the reported departure times varied. One individual, who was flying, reported hearing someone transmit on the KVNC common traffic advisory (CTAF)/UNICOM frequency if anybody heard the signal from an emergency locator transmitter (ELT). He reported flying over the area in question (approximately 1 to 1.5 miles west of KVNC), and heard the ELT signal and saw a "debris field" on the water surface. He called the KVNC CTAF/UNICOM and reported the latitude and longitude of the debris field.

A search for the wreckage was initiated by law enforcement; the pilot's body was recovered later that day. Only pieces of airplane that floated postaccident have been recovered.


The pilot was the holder of a private pilot certificate with a airplane single engine land rating, last issued on March 9, 2002. He was also the holder of a repairman certificate issued on August 12, 2004. He was issued a third class medical certificate on July 22, 2003, with the restriction "must wear corrective lenses." On the application for the medical certificate he listed a total time of 103 flight hours. No determination was made as to his total flight time at the time of the accident, or his total flight time in the accident make and model airplane.


The airplane was manufactured by the pilot in 2003, as model KR-2, and was designated serial number KR2FL2002. The two-place airplane was certificated in the experimental category and was originally equipped with a Volkswagen "Type 4" engine, and a Sturba 52 by 58 propeller. On June 2, 2005, the pilot completed FAA Form 8130-6, titled "Application for Airworthiness Certificate" indicating a "Chevy Corvair" engine and a Sensenich fixed pitch propeller were installed. The form also indicated the airplanes total time at that time was 192 hours.


A surface observation weather report (METAR) taken on the Venice Municipal Airport on the day of the accident at 1021, or approximately 4 minutes before the accident indicates clear skies existed below 12,000 feet, the visibility was 10 statute miles, the wind was from 060 degrees at 8 knots, the temperature and dew point were 27 and 18 degrees Celsius, respectively, and the altimeter setting was 29.91 inHg.


According to a customer service representative of a fixed base operator (FBO) located at KVNC, she did not hear any distress call made by the accident pilot on the KVNC CTAF/UNICOM frequency.


The Venice Municipal Airport (KVNC) is equipped with runway's designated 04/22, and 13/31. Runway 04/22 is 5,000 feet in length and 150 feet in width, and is asphalt. The airport has a common traffic advisory frequency (CTAF)/UNICOM designated as 122.7 mHz, which is not recorded. Additionally, radio calls made to the CTAF/UNICOM frequency are not logged.


Immediately after the accident, a debris field in the Gulf of Mexico was observed at 27 degrees 03.82 minutes North latitude, and 082 degrees 28.0 minutes West longitude. The wreckage was located approximately 1425, or approximately 4 hours after the accident, in 24 feet of water at 27 degrees 04.5480 minutes North latitude, and 082 degrees 28.0247 minutes West longitude. The floating debris was recovered; however, the majority of the airplane/wreckage has not been recovered. According to law enforcement personnel who dove on the wreckage, only 1 wing remained secured to the airplane. Additionally, the engine was separated, and an "80lb bag of solar salt, and what looked like lead weights, that were seen in the passenger area of the fuselage."

Wreckage consisting of the main spar of one of the wings, the canopy, and miscellaneous debris was recovered and placed in the pilot's hangar at KVNC, and inspected by an FAA inspector. None of the recovered wreckage exhibited thermal or fire damage.


A postmortem examination of the pilot was performed by the District Twelve Medical Examiner's Office. The cause of death was listed as blunt trauma to torso.

The FAA Toxicology and Accident Research Laboratory (CAMI), located in Oklahoma City, Oklahoma, and the University .of Florida Diagnostic Reference Laboratories (University of Florida) located in Gainesville, Florida performed toxicological analysis of specimens of the pilot. The results of analysis of specimens by CAMI was negative for carbon monoxide, cyanide, ethanol, and tested drugs. The results of analysis by the University of Florida was negative for volatiles and the comprehensive drug screen.


The NTSB did not retain any parts nor take possession of any recovered wreckage.

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