N411TM

HISTORY OF FLIGHTOn 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 provisions of 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 the 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 1/4 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 that has flown out of 01CL for the last 22 years reported that she had invited the pilot of the accident airplane to a fly-in that weekend at the private airport. She spoke with the pilot the day prior to the accident and reviewed airport information with him. She said this was his first time visiting 01CL, and that runway 9 is the normal landing runway, and usually has a right quartering tailwind near the ponds adjacent to the runway. She explained that the wind socks at either end of the runway will often show opposite wind directions. She further reported that the winds on the day of the accident were inconsistent in direction, intermittent and gusty; several arriving aircraft had to do go-arounds. She stated that she observed the accident airplane shortly after the go-around, depart at a normal climb rate and experience gusty winds as the airplane 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 accident airplane came in on final the 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 INFORMATIONA 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 in October, 23, 2013, with limitations that he must have 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 INFORMATIONThe 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. The airplane 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 date of 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 INFORMATIONA review of recorded data from the Placerville Airport (PVF), Placerville, California, automated weather observation station, located 6 miles southwest of the accident site, revealed at 1835, wind was from 280 degrees at 7 knots, visibility 10 statute miles, clear skies, temperature 30 degrees Celsius, dew point 2 degrees Celsius, and an altimeter setting of 30.07 inches of mercury.

Using the reported weather conditions at PVF and the elevation of the accident site, which is 2,870 feet mean sea level (msl), the calculated density altitude was about 5,149 feet. AIRPORT INFORMATIONThe 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. The airplane 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 date of 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. WRECKAGE AND IMPACT INFORMATIONInitial examination of the airplane by a Federal Aviation Administration (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 of which none made contact with the airplane. The first responders removed the upper wing for the extraction of the forward seated passenger. The first responders cut fuel lines and control cables while removing the upper wing. The smell of fuel was evident during the first responder's actions. ADDITIONAL INFORMATIONThe 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 he had the airplane examined, there was no cause 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 his airman certificate to the FAA in December, 2014, announcing his intention never to fly again. MEDICAL AND PATHOLOGICAL INFORMATIONAccording to the FAA files, the pilot received his first aviation medical certificate in 1989 (records from this exam are not available) and then applied for a medical certificate 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. Records from the pilot's hospitalization following the accident were reviewed. The pilot reported hypertension and regular use of a beta blocker to treat it to his treating physicians. 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 therefore canceled. A blood sample from the pilot while undergoing treatment was obtained by the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) and subsequently sent to the FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma.

CAMI performed toxicology tests on the sample provided. According to CAMI's report, carbon monoxide and cyanide were not tested due to insufficient sample for analysis. Volatiles and drugs were tested, and had positive results for 0.027 (ug/ml, ug/g) amphetamine, 0.233 (ug/ml, ug/g) methamphetamine, and unspecified level of Atenolol was also detected.

The NTSB Chief Medical Officer reported that Methamphetamine is a Schedule II controlled substance and is 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 the intense euphoria produced by higher levels typically snort, smoke, or inject the drug and may reach levels above 2.00 ug/ml.

Methamphetamine levels reach peak blood concentration differently depending on mode of administration. Peak blood methamphetamine concentrations occur shortly after injection, a few minutes after smoking, and around 3 hours after oral dosing. Peak plasma amphetamine concentrations occur around 10 hours after methamphetamine use. The half-life of methamphetamine is about 10 and 12 hours and the half-life of amphetamine is between about 8 and 14 hours.

Symptoms of recreational methamphetamine use follow a typical pattern. In the early phase users experience euphoria, excitation, exhilaration, rapid flight of ideas, increased libido, rapid speech, motor restlessness, hallucinations, delusions, psychosis, insomnia, reduced fatigue or drowsiness, increased alertness, a heightened sense of well-being, stereotypes behavior, feelings of increased physical strength, and poor impulse control. In addition, the heart rate, blood pressure, and respiratory rate increase and they may have palpitations, dry mouth, abdominal cramps, twitching, dilated pupils, faster reaction times, and increased strength. As the initial effects wear off users commonly experience dysphoria, restlessness, agitation, and nervousness; they may experience paranoia, violence, aggression, a lack of coordination, delusions, psychosis, and drug craving. Blood levels cannot be used to distinguish among phases of methamphetamine use.

Methamphetamine and amphetamine are central nervous system stimulants and schedule II controlled substances used in prescription medications that treat narcolepsy, attention deficit disorder, and for weight control. Methamphetamine has high abuse potential due to its early euphoric effects; amphetamine is one of its metabolites. Following methamphetamine use, a greater proportion of the drug is excreted unchanged in urine than is excreted as amphetam...