History of Flight
On August 16, 2014, about 1840 Pacific daylight time, a Starduster Too SA300, N411TM, an experimental biplane, collided with terrain while maneuvering near the Swansboro Country Airport (01CL), Placerville, California. The private pilot was seriously injured and the passenger was fatally injured. The airplane sustained substantial damage. The airplane was registered and operated by the pilot under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight plan was not filed. The cross-country flight originated from Reid-Hillview Airport of Santa Clara County (RHV), San Jose, California at an unknown time.
According to the pilot, he was inbound for landing at 01CL, where he was planning to be involved in a fly-in. He reported that he initiated a go-around on short final for runway 9 due to gusty crosswind conditions. On climbout, about a quarter mile from the departure end of runway 9, the pilot experienced a partial loss of engine power. He further reported that he verified all engine control positions and the fuel selector was on the main tank. Despite his actions to regain engine power, he was unable to maintain airspeed and collided with wooded terrain about a mile from 01CL.
A witness who has flown out of 01CL for 22 years reported that she had invited the pilot to a fly-in that weekend at the private airport. She spoke with him the day prior and reviewed airport information. She said this was his first visit to 01CL, and that runway 9 is the normal landing runway, usually with a right quartering tailwind near the ponds adjacent to the runway. She explained that wind socks at either end often show opposite wind directions. She further reported that winds on the accident day were inconsistent in direction, intermittent and gusty; several arriving aircraft had to execute go-arounds. She observed the accident airplane shortly after the go-around, departing at a normal climb rate and experiencing gusty winds as it passed over midfield.
Another witness located near midfield on the north side of the runway saw the accident airplane on final. He stated that the wind was erratic and coming from the southwest. As the airplane came in on final, winds increased to about 10 knots and subsequently the airplane initiated the go-around. The airplane continued above the runway at about 60 feet agl before he lost sight of it behind trees.
Personnel Information
A review of Federal Aviation Administration (FAA) airman records revealed that the 55-year-old pilot held a private pilot certificate with an airplane single engine land rating. His most recent FAA third-class medical certificate was issued on October 23, 2013, with limitations requiring available glasses for near vision. His most recent flight review was conducted on August 7, 2013.
The pilot reported that he had accumulated 342 flight hours in the accident airplane model and 62 of those hours in the previous 90 days. He reported a total flight experience of 432 flight hours.
Aircraft Information
The accident airplane, a 1974 Starduster Too SA300, serial number 1, was a bi-wing, conventional fixed gear, tandem seat, experimental amateur-built airplane made primarily of wood construction. It was powered by a 200 horsepower Lycoming IO-360-A1B engine, serial number L-12357-51A, and equipped with a Hartzell 2-bladed propeller.
According to the pilot, the last annual inspection was completed on July 15, 2014, with an airframe total time of 726 hours. The airplane logbooks were not available during the investigation.
Meteorological Information
A review of recorded data from the Placerville Airport (PVF), located 6 miles southwest of the accident site, revealed at 1835: wind from 280 degrees at 7 knots, visibility 10 statute miles, clear skies, temperature 30 degrees Celsius, dew point 2 degrees Celsius, and altimeter setting 30.07 inches of mercury.
Using the reported weather conditions at PVF and the elevation of the accident site (2,870 feet msl), the calculated density altitude was about 5,149 feet.
Wreckage and Impact Information
Initial examination by an FAA inspector revealed that the airplane came to rest upright on a road in hilly wooded terrain. The main wreckage was positioned near a small embankment adjacent to the road. Surrounding the site are 20-foot tall trees, none of which made contact with the airplane. First responders removed the upper wing for extraction of the forward-seated passenger. They cut fuel lines and control cables while removing the upper wing. The smell of fuel was evident during their actions.
Additional Information
The pilot reported that 7 flight hours prior to the accident, during climbout at full throttle, he experienced a sudden loss of power for about two seconds. After having the airplane examined, no cause was found that would have resulted in the power loss.
Following the accident, the FAA asked the pilot to report on his injuries and then initiated an enforcement action against him. The pilot surrendered his medical certificate and airman certificate to the FAA in December 2014, announcing his intention never to fly again.
Medical and Pathological Information
According to FAA files, the pilot received his first aviation medical certificate in 1989 (records from that exam are not available) and then applied again in 2009. At that time, he reported an appendectomy and a driving under the influence (DUI) conviction in 1988; he continued to report these events and surgery for a thumb injury thereafter but never reported any chronic medical conditions or medication use to the FAA.
The pilot was transported to Sutter Roseville Medical Center for treatment of his injuries. Hospital records reviewed indicate the pilot reported hypertension and regular use of a beta blocker to treat it. He denied using illicit drugs. Although urine testing for drugs of abuse was ordered, no specimen was received in the hospital laboratory and the order was canceled. A blood sample from the pilot while undergoing treatment was obtained by the NTSB investigator-in-charge and sent to the FAA's Civil Aeromedical Institute (CAMI).
CAMI performed toxicology tests on the sample. According to CAMI's report, carbon monoxide and cyanide were not tested due to insufficient sample. Volatiles and drugs were tested, with positive results for 0.027 ug/ml amphetamine, 0.233 ug/ml methamphetamine, and an unspecified level of Atenolol detected.
The NTSB Chief Medical Officer reported that methamphetamine is a Schedule II controlled substance available in low doses by prescription to treat ADHD, ADD, obesity, and narcolepsy. Oral doses typically produce blood levels in the range of 0.02-0.05 ug/ml. Levels above 0.20 ug/ml indicate abuse. Users seeking intense euphoria typically snort, smoke, or inject the drug and may reach levels above 2.00 ug/ml. Details on pharmacokinetics and symptoms of methamphetamine use were provided.
Tests and Research
A postaccident examination of the recovered wreckage was conducted on September 3, 2014, at the facilities of Plain Parts Enterprises, Pleasant Grove, California, by the NTSB IIC and FAA. Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
Airframe examination showed the forward fuselage crushed and buckled. The engine and propeller assembly remained intact but was removed prior to examination. The firewall was crushed rearward into the forward seat area. The main fuel tank separated from the wreckage and was deformed with weld separations. The fuel selector valve was found in the "Main" position. Control cable continuity was established from the cabin area to engine control levers through several cuts by first responders and recovery efforts. All cables had impact damage between the firewall and engine. Throttle, mixture, and propeller control levers were found in the full forward position.
Engine examination revealed the crankshaft could be rotated by hand, with all cylinder compression and valve continuity obtained. The magnetos produced spark when driven externally. The fuel injection servo screen was clear, and the flow divider showed normal operating signatures. The propeller had impact damage to both blades.
No mechanical anomalies were found that would have prevented normal operation.