History of Flight
On May 25, 2014, about 2005 eastern daylight time, an experimental, amateur-built Stolp Starduster SA-300, registration N4493, was substantially damaged when it impacted a wheat field following an intentional spin near Newton, North Carolina. The private pilot was fatally injured. The personal flight was conducted under 14 CFR Part 91 in visual meteorological conditions with no flight plan filed. The flight originated from Laneys Airport (N92), Maiden, North Carolina, about 1945.
According to a flight instructor, the pilot had been attempting to teach himself aerobatics in the accident airplane. The flight instructor encouraged formal training, but the pilot preferred to fly his own airplane. The instructor provided training on one occasion, performing steep turns, stalls, slow flight, and spins; however, the pilot's knowledge and skill level were not adequate, and the instructor terminated the spin training early. The instructor also noted deficiencies with the airplane during landing and advised the pilot not to fly until repairs were completed. The pilot later requested more training but would not agree to use the instructor's Decathlon.
Three witnesses observed the airplane in level flight when the engine noise decreased and it entered a spin, continuing to descend. One witness reported the airplane performed tricks and stalls before the spin. Another stated the spin stopped about 300 feet above the ground, but the airplane continued in a nose dive. A video recording showed the airplane entering a left-turn spin and completing about seven revolutions before disappearing behind a treeline.
Pilot Information
The pilot held a private pilot certificate with a single-engine land rating, issued December 11, 2011. His most recent FAA third-class medical certificate was issued November 6, 2013, at which time he reported 115 total flight hours. His logbook was not recovered.
Aircraft Information
The two-seat tandem, bi-wing, fixed tailwheel airplane, serial number 224, was constructed from a kit of steel tubing with fabric-covered wing and tail surfaces and wood wing spars. The kit was manufactured in 1971 and the airplane received an FAA airworthiness certificate in 1980. It was powered by a Lycoming O-320 150-horsepower engine with a Sensenich two-blade fixed-pitch propeller.
According to aircraft logbooks, the most recent condition inspection was completed May 20, 2009, at 873.4 total aircraft hours. The engine had 1,623.5 total hours, with 1,054.5 hours since its last major overhaul in 1966. The tachometer indicated about 40 hours flown since the inspection to the accident. The airplane had been in a prior accident in 2010 and was sold by a salvage facility to the pilot. A logbook entry on June 16, 2012, noted the engine was airworthy, but the pilot was not qualified to perform a condition inspection.
Meteorological Information
Hickory Regional Airport (HKY), about 14 miles northwest of the accident site, reported at 1953: wind from 190 degrees at 3 knots, visibility 10 miles, few clouds at 9,000 feet, temperature 23°C, dew point 16°C, altimeter 30.15 inches of mercury.
Wreckage and Impact Information
The airplane impacted a wheat field and came to rest in a flat, upright attitude on a magnetic heading of about 130 degrees. The bi-wing partially separated from the fuselage and was canted forward. The ailerons remained attached to their respective wings, and the empennage was intact with little damage. Control continuity was confirmed from the elevator and rudder to the rear cockpit control stick, but the aileron push-pull tubes were impact-damaged and continuity could not be confirmed. The elevator trim tab continuity was confirmed to the pilot's seat.
The cockpit was crushed, but the pilot's seat and 4-point harness remained intact. The forward fuselage fuel tank was compromised with fuel odor present. The engine remained partially attached to the fuselage, and both propeller blades stayed attached to the hub, though the propeller flange cracked and the propeller separated from the crankshaft. The airplane was not insured and was not immediately recovered.
Following recovery, an FAA inspector examined the engine. Cable continuity to the carburetor was noted. The carburetor fuel screen was clean, and the oil screen had no metallic particles. Due to impact damage, the crankshaft could only rotate about 1 inch, but all pistons moved and rear accessory gears turned. Both magnetos produced spark when rotated by hand, and spark plugs showed normal wear. The throttle cable remained attached to the carburetor, and the mixture control arm stayed attached.
Medical and Pathological Information
An autopsy performed on May 28, 2014, attributed the cause of death to multiple injuries, with no findings considered causal to the accident. Toxicological testing by the FAA was negative for carbon monoxide, alcohol, and drugs.