# Accident 19970527045289A: Amtr SA300, Bountiful, UT, May 27, 1997

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: May 27, 1997, 10:30 local time
- Place: Bountiful, UT
- Airport: Salt Lake Skypark Airport
- Damage: Substantial damage
- Phase of flight: Roll-Out (Fixed Wing)
- Operating rules: General operating rules (Part 91)
- Location: 40.8791° N, 111.8194° W: From the FAA, an estimate near the named town, within about 3 miles
- Nearby events: https://openairdocs.org/map.md?lat=40.8791&lon=-111.8194&mi=10
- Aircraft: N1923S, registered now (https://openairdocs.org/aircraft/N1923S) (OpenAirDocs)
- Registry model: Renquist John H STARDUSTER TOO SA300 (registry code 86603BR, https://openairdocs.org/model/renquist-john-h-starduster-too-sa300) (OpenAirDocs)
- Registry engine: Lycoming I0360 SER A&C (registry code 41511, https://openairdocs.org/engine/lycoming-i0360-ser-a-c) (OpenAirDocs)
- Reported make and model: AMTR SA300
- Reported engine: LYC O435C
- People aboard: 1
- Fatal injuries: 0
- Pilot flight hours: 283 total, 38 in this make and model, 27 in the last 90 days
- NTSB investigation: [NTSB SEA97LA122](https://openairdocs.org/ntsb/SEA97LA122) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19970527045289A

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

ON MAY 27, 1997, APPROXIMATELY 1030 MOUNTAIN DAYLIGHT TIME, A NOE SA-300 EXPERIMENTAL BIPLANE, N`923S, NOSED OVER AFTER DEPARTING THE SIDE OF THE RUNWAY AT BOUNTIFUL SKYPARK, UTAH. THE PRIVATE PILOT, WHO WAS THE SOLE OCCUPANT, WAS NOT INJURED, BUT THE AIRCRAFT, WHICH WAS OWNED AND OPERATED BY THE PILOT, SUSTAINED SUBSTANTIAL DAMAGE. THE 14 CFR PART 91 LOCAL PERSONAL PLEASURE FLIGHT HAD BEEN IN THE AIR ABOUT 30 MINUTES AT THE TIME OF THE ACCIDENT. NO FLIGHT PLAN HAD BEEN FILED, AND THE FLIGHT WAS BEING CONDURCTED IN VISUAL METEOROLOGICAL CONDITIONS. ACCORDING TO THE PILOT, HE EXCUTED A FULL STALL LANDING, AND DURING THE LANDING ROLL, THE AIRCRAFT MOVED TO THE RIGHT SIDE OF THE RUNWAY WHERE ITS RIGHT MAIN GEAR HIT A POOL OF WATER ON THE RUN  WAY SURFACE. THIS PULLED THE AIRCRAFT FURTHER TO THE RIGHT, AND THE PILOT WAS UNABLE TO KEEP IT FROM DEPARTING THE RIGHT SIDE OF THE RUNWAY. AFTER DEPARTING THE RUNWAY, THE AIRCRAFT ENTERED AN AREA OF SOFT DIRT AND FLIPPED OVER. A REVIEW OF THE PILOTS LOG REVEALED THAT HE HAD BEEN RECEIVING DUAL INSTRUCTION IN THE AIRCRAFT FOR ABOUT 60 DAYS PRIOR TO THE ACCIDENT. DURING THAT PERIOD OF TIME, HE HAD LOGGED OVER 220 LANDINGS, AND HAD RECEIVED HIS   CONVENTIONAL GEAR/TAILWHEEL ENDORSEMENT AFTER A FLIGHT THAT HAD OCCURRED EARLIER ON THE DAY OF THE ACCIDENT.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB SEA97LA122](https://openairdocs.org/ntsb/SEA97LA122), May 27, 1997: Noe SA-300 (N1923S), Bountiful, UT, substantial damage. Probable cause: the pilot's failure to maintain directional control of the airplane. Related factors include: an area of standing water on a portion of the runway, and soft terrain just off the edge of the runway.

## Other reports on N1923S (1)

Matched to the same aircraft by N-number and date.

- [Accident 20060120011749A](https://openairdocs.org/incident/20060120011749A), Jan 20, 2006: Amtr SA300 (N1923S), Churchville, MD, Substantial damage. (-23) Eyewitness stated the pilot started too steep a climb on takeoff and the aircraft stalled and the left wing dropped. Pilot picked up the left wing and…

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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