Narrative:

After completing his private pilot certificate my student planned on flying his kitfox 7. An annual conditional inspection was conducted and the owner wanted me to fly the aircraft to gain proficiency in order to give the owner instruction in his kitfox. The annual conditional inspection was done. I conducted a check out flight. The flight was cut short due to engine roughness after takeoff and set back on the runway and taxied back to the maintenance department for closer inspection. The result was the aircraft was not receiving enough fuel at full power even with both electric fuel pumps on. After installing check valves for the fuel system as well as replacing the fuel regulator the chief pilot and I again tried another checkout flight.after closer examination in flight we still had slight engine roughness at high power settings but not nearly as bad as before. The airplane ran perfectly fine at 35 inches manifold pressure and under and we were able to do power off stalls; steep turns; climbs and descent as well as three takeoffs and landings in which the airplane flew normal. In order to fix the remaining fuel issue at high power settings we adjusted the fuel pressure to the maximum settings in order for the engine to receive more fuel needed to run at max power. We felt confident in my handling of the aircraft and I decided to fly the kitfox in order to gain further proficiency in the handling characteristics of the aircraft in order to provide the best instruction for the owner. This local flight started with a thorough weather brief from aviation weather center website followed by calculations of performance and weight and balance.next I conducted a thorough preflight inspection which included checking proper fuel quantity and fuel sampling. All fuel; oil; coolant; flight controls; airframe; tires; brakes; antennas; and lights were all in working order for a safe flight. I proceeded to pull the aircraft out of the hangar and started the aircraft. It took several tries to start the engine and had to use the choke in order to start the engine in the cold conditions. Once started; engine instruments were in the green and taxied to the active after receiving the automated weather and completing the after start checklist. Holding short of the runway I ran the engine to 4000 rpms and checked the left and right ignition circuits. I then turned fuel pump B on and ran the airplane to maximum power which brought the fuel psi to maximum of 23 psi but the engine ran fine. This was a good sign because until this point the engine wouldn't run smoothly at max power settings. I brought the engine back to 4000 rpms and checked the fuel pumps and when shutting both fuel pumps off the airplane slowly quit and died. I restarted the engine and to confirm this was ok I taxied back to maintenance for a second opinion. Normal operation calls for fuel pump a to be running all the time but I wanted to ensure that the fuel system was in working order in all fuel pump positions and thought it would be wise to have the mechanic sit in on a run up to ensure everything was working properly. He got in on the right seat and the airplane remained within limits from max power to idle with both fuel pumps on and with both fuel pumps off the pressure dropped which is to be expected being gravity fed and the engine did not shut off. He then got out of the airplane and I proceeded to taxi to the runway and conducted another run-up at 4000 RPM with both pumps on. Everything checked out and I entered the runway applied full power verified engine instruments were in the green and airspeed was alive and rotated at 47 knots. I climbed at 70 knots and turned left crosswind at 5700 ft. On left crosswind I realized my airspeed was at zero and looked onto the left wing to see the pitot tube had rotated sideways and wasn't receiving any ram air. My plan at this point was to return for landing and have maintenance tighten the pitot tube. I entered the left downwind leg and was at a pattern altitude of 6000 ft. I conducted a before landing check followed by verifying the checklist and abeam the numbers brought the power back to 15 inches manifold pressure and began my descent. Both fuel pumps were on at this point and listening to the engine I sensed something wasn't right and applied power in which there was no response. I had turned left base and started to realize I had a serious problem and proceeded directly for the runway numbers. Without an airspeed indicator I maintained what I thought was the best glide pitch attitude and tried to manage the energy I had left on the airplane.the propeller was still turning but after multiple attempts of adjusting the throttle I soon realized the engine did not have any power to give. I made one final radio call on the CTAF frequency stating I was making an emergency landing short of the runway. There was a small snow bank just in front of the blast pad from the snow removal conducted on the runway. I knew I didn't want to risk running into the snow bank so I made a decision to set the aircraft in the grass prior to the runway as soon as I cleared the airport fence. The landing was firm but touched down on the mains first. Once the nose wheel hit I rolled for approximately 75 ft then the nose gear collapsed and the propeller hit the dirt. I then continued to slide for another 90 ft and the aircraft came to a stop. I ensured all fuel shut offs and power were off and exited the aircraft from the pilots door (left door) and waited outside the aircraft for emergency personnel to arrive. There were many different things that may have prevented this unfortunate outcome. We all did lots of research and we were both knowledgeable of the correct operation of the aircraft. We also took lots of advice from the owner who was very knowledgeable and had attended training from rotax. We read through the engine manual and kitfox manual several times. However I felt that the operation of the fuel system and especially the fuel pumps were very vague in the operation manuals. I feel that more information is needed to be available to the pilot with regards to the correct operation of the aircraft. The pitot tube that was installed on the aircraft was in my opinion of poor design and needed to be more secure so that it would not turn in flight. Lastly I think the snow bank at the end of the runway did play a factor. I can't say for certain if I would have made the runway with the bank not being there but it was a hazard that I wanted to avoid hitting which resulted in setting the aircraft down a few hundred feet earlier than what I had to.

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Original NASA ASRS Text

Title: Kitfox 7 pilot reported a loss of power due to possible fuel system problems and no ram air due to rotated pitot tube while on downwind. The pilot attempted to land well short of the runway in the grass; and the nose gear collapsed on landing.

Narrative: After completing his private pilot certificate my student planned on flying his KitFox 7. An annual conditional inspection was conducted and the owner wanted me to fly the aircraft to gain proficiency in order to give the owner instruction in his KitFox. The annual conditional inspection was done. I conducted a check out flight. The flight was cut short due to engine roughness after takeoff and set back on the runway and taxied back to the maintenance department for closer inspection. The result was the aircraft was not receiving enough fuel at full power even with both electric fuel pumps on. After installing check valves for the fuel system as well as replacing the fuel regulator the chief pilot and I again tried another checkout flight.After closer examination in flight we still had slight engine roughness at high power settings but not nearly as bad as before. The airplane ran perfectly fine at 35 inches manifold pressure and under and we were able to do power off stalls; steep turns; climbs and descent as well as three takeoffs and landings in which the airplane flew normal. In order to fix the remaining fuel issue at high power settings we adjusted the fuel pressure to the maximum settings in order for the engine to receive more fuel needed to run at max power. We felt confident in my handling of the aircraft and I decided to fly the KitFox in order to gain further proficiency in the handling characteristics of the aircraft in order to provide the best instruction for the owner. This local flight started with a thorough weather brief from Aviation Weather Center website followed by calculations of performance and weight and balance.Next I conducted a thorough preflight inspection which included checking proper fuel quantity and fuel sampling. All fuel; oil; coolant; flight controls; airframe; tires; brakes; antennas; and lights were all in working order for a safe flight. I proceeded to pull the aircraft out of the hangar and started the aircraft. It took several tries to start the engine and had to use the choke in order to start the engine in the cold conditions. Once started; engine instruments were in the green and taxied to the active after receiving the automated weather and completing the after start checklist. Holding short of the runway I ran the engine to 4000 RPMs and checked the left and right ignition circuits. I then turned fuel pump B on and ran the airplane to maximum power which brought the fuel PSI to maximum of 23 PSI but the engine ran fine. This was a good sign because until this point the engine wouldn't run smoothly at max power settings. I brought the engine back to 4000 RPMs and checked the fuel pumps and when shutting both fuel pumps off the airplane slowly quit and died. I restarted the engine and to confirm this was OK I taxied back to maintenance for a second opinion. Normal operation calls for fuel pump A to be running all the time but I wanted to ensure that the fuel system was in working order in all fuel pump positions and thought it would be wise to have the mechanic sit in on a run up to ensure everything was working properly. He got in on the right seat and the airplane remained within limits from max power to idle with both fuel pumps on and with both fuel pumps off the pressure dropped which is to be expected being gravity fed and the engine did not shut off. He then got out of the airplane and I proceeded to taxi to the runway and conducted another run-up at 4000 RPM with both pumps on. Everything checked out and I entered the runway applied full power verified engine instruments were in the green and airspeed was alive and rotated at 47 knots. I climbed at 70 knots and turned left crosswind at 5700 ft. On left crosswind I realized my airspeed was at zero and looked onto the left wing to see the pitot tube had rotated sideways and wasn't receiving any ram air. My plan at this point was to return for landing and have maintenance tighten the pitot tube. I entered the left downwind leg and was at a pattern altitude of 6000 ft. I conducted a before landing check followed by verifying the checklist and abeam the numbers brought the power back to 15 inches manifold pressure and began my descent. Both fuel pumps were on at this point and listening to the engine I sensed something wasn't right and applied power in which there was no response. I had turned left base and started to realize I had a serious problem and proceeded directly for the runway numbers. Without an airspeed indicator I maintained what I thought was the best glide pitch attitude and tried to manage the energy I had left on the airplane.The propeller was still turning but after multiple attempts of adjusting the throttle I soon realized the engine did not have any power to give. I made one final radio call on the CTAF frequency stating I was making an emergency landing short of the runway. There was a small snow bank just in front of the blast pad from the snow removal conducted on the runway. I knew I didn't want to risk running into the snow bank so I made a decision to set the aircraft in the grass prior to the runway as soon as I cleared the airport fence. The landing was firm but touched down on the mains first. Once the nose wheel hit I rolled for approximately 75 ft then the nose gear collapsed and the propeller hit the dirt. I then continued to slide for another 90 ft and the aircraft came to a stop. I ensured all fuel shut offs and power were off and exited the aircraft from the pilots door (left door) and waited outside the aircraft for emergency personnel to arrive. There were many different things that may have prevented this unfortunate outcome. We all did lots of research and we were both knowledgeable of the correct operation of the aircraft. We also took lots of advice from the owner who was very knowledgeable and had attended training from Rotax. We read through the engine manual and KitFox manual several times. However I felt that the operation of the fuel system and especially the fuel pumps were very vague in the operation manuals. I feel that more information is needed to be available to the pilot with regards to the correct operation of the aircraft. The pitot tube that was installed on the aircraft was in my opinion of poor design and needed to be more secure so that it would not turn in flight. Lastly I think the snow bank at the end of the runway did play a factor. I can't say for certain if I would have made the runway with the bank not being there but it was a hazard that I wanted to avoid hitting which resulted in setting the aircraft down a few hundred feet earlier than what I had to.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.