HISTORY OF FLIGHT On May 25, 2007, about 1325 Pacific daylight time, an experimental Light Sport Airplane (E-LSA) Skygear, N51291, experienced a loss of control and impacted terrain at Chino Airport, Chino, California. The owner/pilot was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot, the sole occupant was killed. The airplane sustained substantial damage. The local personal flight departed Chino about 1320. Visual meteorological conditions prevailed, and no flight plan had been filed. Examination of the airplane records revealed that the airplane had been issued a special airworthiness certificate on May 22, 2007. The pilot was reported to be conducting a test flight for further certification. PERSONNEL INFORMATION A review of Federal Aviation Administration (FAA) airman records revealed that the 57-year-old pilot held a private pilot certificate with ratings for airplane single and multiengine land. The pilot held a third-class medical certificate issued on April 24, 2007. It had no limitations or waivers. No personal flight records were located for the pilot. The National Transportation Safety Board investigator-in-charge (IIC) obtained the aeronautical experience listed in this report from a review of the FAA airmen medical records on file in the Airman and Medical Records Center located in Oklahoma City, Oklahoma. The pilot reported on his medical application that he had a total flight time of 12,000 hours, with 30 hours logged in the last 6 months. AIRCRAFT INFORMATION The airplane was an experimental Light Sport Airplane (E-LSA) Skygear, N51291, serial number SKG-9003010606. A review of the airplane's logbooks revealed that the airplane had a total airframe time of 8 hours at the last inspection. The logbooks contained an entry for the inspection dated May 22, 2007. The engine was a Rotax model 912. Total time since new recorded on the engine at the last inspection was 8 hours. Examination of the maintenance and flight records revealed no unresolved maintenance discrepancies against the airplane prior to departure. METEOROLOGICAL INFORMATION The closest official weather observation station was Chino Airport (CNO), which was .5 nautical miles (nm) south of the accident site. The elevation of the weather observation station was 650 feet mean sea level (msl). An aviation routine weather report (METAR) for CNO was issued at 1353 PDT. It stated: winds from 250 degrees at 13 knots gusting to 18 knots; visibility 5 miles; skies clear; temperature 28 degrees Celsius; dew point 11 degrees Celsius; altimeter 29.90 inches of mercury. COMMUNICATIONS The airplane was in contact with Chino airport traffic control tower (ATCT) on frequency 118.5. The pilot had requested to takeoff using runway 26R and advised he intended on remaining in the pattern for touch-and-go practice. The local controller cleared the pilot for right closed traffic, which the pilot then acknowledged. No further communications were received from the pilot. WRECKAGE AND IMPACT INFORMATION The airplane impacted the ground in a steep nose down attitude in the front yard of the airport manager's residence, which is located on the north side of the airport. During the on-site inspection of the airplane, investigators discovered numerous items that appeared to be used as ballast. The items were a large cardboard box of construction staples, a red metal toolbox, and a cardboard box with a metal workbench vise. MEDICAL AND PATHOLOGICAL INFORMATION The San Bernardino County Coroner completed an autopsy on May 29, 2007. The coroner listed the cause of death as "Multiple blunt force trauma, instant." The FAA Civil Aerospace Medical Institute (CAMI), Oklahoma City, performed toxicological testing of specimens of the pilot. Analysis of the specimens contained no findings for carbon monoxide, cyanide, volatiles, and tested drugs. TESTS AND RESEARCH Investigators examined the wreckage at Aircraft Recovery Service, Littlerock, California, on September 17, 2009. The airframe and engine were examined with no mechanical anomalies identified. The IIC interviewed an individual who was assisting the pilot with certification of the airplane. He stated that the accident airplane was about 100 pounds too heavy and most of the weight was located in the tail section. He stated that they were trying to move the center of gravity (CG) as far forward as possible. This is why the pilot may have been using so much ballast weight in the front seat area of the airplane. He stated that the original concept airframe was built in Korea and consisted of a metal frame covered with cloth. The pilot had the accident airplane built in China and the construction was the same metal frame, but was covered in hand laid fiberglass. ADDITIONAL INFORMATION According to FAA Advisory Circular AC 20-27F, Certification and Operation of Amateur-Built Aircraft, "Amateur builders are free to develop their own designs or build from existing designs. We do not approve these designs and it would be impractical to develop design standards for the wide variety of design configurations, created by designers, kit manufacturers, and amateur builders."