# NTSB ATL98LA029: Lutz EAA Biplane P-2, N913AM, Wellington, FL, December 22, 1997 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: December 22, 1997, 17:45 local (22:45 UTC) - Place: Wellington, FL - Coordinates: 26.649829, -80.249778 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=26.6498&lon=-80.2498&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report December 31, 1998 - Report: Approved by Office Director - NTSB case key (mKey): 3958 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ATL98LA029 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/3958/pdf - Page: https://openairdocs.org/ntsb/ATL98LA029 ## Probable cause failure of the pilot to ensure the fuel selector was properly positioned to a tank with adequate fuel before takeoff, which resulted in fuel starvation and loss of engine power; failure of the pilot to accomplish the emergency procedure (restart the engine using another tank) after the loss of power; and failure of the pilot to maintain adequate airspeed, while maneuvering for a forced landing, which resulted in an inadvertent stall and collision with the terrain. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, takeoff - initial climb - fluid,fuel - starvation (cause) - fuel tank selector position - improper, pilot in command (cause) - Forced landing, maneuvering - turn to landing area (emergency) - emergency procedure - not attained, pilot in command (cause) - Loss of control - in flight, maneuvering - turn to landing area (emergency) - airspeed - not maintained, pilot in command (cause) - stall - inadvertent, pilot in command (cause) - lack of familiarity with aircraft, pilot in command (contributing factor) - In flight collision with terrain/water, descent - uncontrolled ## Analysis According to a witness, the airplane reached an altitude of approximately 200 to 300 feet after takeoff, then the engine began to sputter. Another witness stated the airplane made a 180 degree turn back toward the runway before it entered a spin and crashed. According to another pilot, he flew the airplane for 35 to 40 minutes the day before, and the accident pilot flew 35 minutes on the day of the accident. The other pilot stated the front fuel tank held 14 1/2 gallons, and the fuel consumption was 8-9 gallons per hour. An FAA inspector stated that the fuel selector was set to the front fuel tank setting. The fuel lines were checked, and no fuel was found in the line from the front fuel tank to the engine. There was fuel in the line from the rear fuel tank. The airplane had been purchased by the pilot on 12/4/97 (18 days before the accident). A witness stated that he did not believe the pilot was comfortable in the airplane. ## Factual narrative On December 22, 1997, about 1745 eastern standard time, a homebuilt Lutz Michael A. EAA Biplane P-2, N913AM, collided with the ground shortly after takeoff from Wellington Aero Club Airport, Wellington, Florida. The airplane was operated by the owner/pilot under the provisions of Title 14 CFR Part 91, and visual flight rules. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight. The airline transport pilot sustained fatal injuries, and the airplane was destroyed. The flight originated from the same airport at 1715. According to a witness, the airplane took off and flew in the pattern one time. On the second takeoff, the airplane reached an altitude of approximately 200-300 feet where the engine began to sputter. The witness stated the airplane then made an aggressive left turn back towards the runway during which the engine surged briefly. The airplane then disappeared from view, but the witness did hear the engine for 3 to 5 more seconds before it stopped abruptly. Another witness stated the airplane made a 180 degree turn back towards the runway before it spun into the ground. According to a pilot who had flown the airplane the day before the accident, the airplane had experienced carburetor icing . Upon adding carburetor heat, the engine sputtered and quit. The pilot was able to restart the engine and land safely. Upon landing, he replaced the air filter, jump started the battery, and adjusted the carburetor heat cable. According to the pilot, the airplane then performed fine. The pilot also stated he flew the airplane for 35 to 40 minutes the day prior, and the airplane was flown 35 minutes on the day of the accident. The pilot believed the airplane held 22 1/2 gallons of fuel. The front fuel tank held 14 1/2 gallons, and the rear tank holds 8 gallons. He estimated the fuel consumption was 8-9 gallons per hour. The pilot of the accident flight was an airline transport pilot with an airplane multiengine land rating. He was also a private pilot with a single engine land rating. The pilot in command had type ratings in the Boeing 757, Boeing 767, and McDonnell Douglas MD-11. His last medical certificate, a first class, was issued June 18, 1997. A witness stated he did not believe the first pilot was comfortable or confident in the airplane. The airplane was purchased by the pilot on December 4, 1997. The last engine inspection, an annual, was completed November 29, 1997. The airframe also had an annual inspection on that day. No discrepancies were noted during either inspection. The FAA inspector stated that during the on-scene examination it was noted that the fuel selector was set to the three o'clock stop, which was the front fuel tank setting. The fuel lines were then checked, and it was determined that there was no fuel in the line from the front fuel tank to the engine. There was fuel in the line from the rear fuel tank to the engine. A post mortem examination of the pilot was completed by the Palm Beach Medical Examiner's Office on December 23, 1997. A copy was requested, but it was not received at the time of this report. A toxicological examination was completed by the Palm Beach County Sheriff's Office Crime Laboratory. The results were negative for alcohol and drugs. Although a toxicology report by the FAA was requested, the samples were never sent to the FAA Toxicology Laboratory. ## Aircraft - Registration: [N913AM](https://openairdocs.org/deregistered/N913AM-1999-01-25), registration cancelled 1999-01-25, S/N DCL1 (OpenAirDocs) - Reported make and model: Lutz EAA BIPLANE P-2 (EAA BIPLAN) - Registry model: [Lutz Michael A EAA BIPLANE P-2](https://openairdocs.org/model/lutz-michael-a-eaa-biplane-p-2) (registry code 3360327) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: DCL-1 - Airframe hours: 226 - Engines: Lycoming O-320-E2A 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Thomas J. Schmitt - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, November 29, 1997 - Departed: PVT - Airport: FD38, Wellington Aero Club, runway 15, 4,000 × 100 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 45; flight engineer, airline transport, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: center; flight hours: 8,000 total, 5 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 140° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: 12,000 ft overcast - Temperature: 75 °F, dew point 72 °F - Altimeter: 30.00 inHg - Observed at: PBI, 2 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19971222042759A](https://openairdocs.org/incident/19971222042759A), Dec 22, 1997: Amtrea EAABIPLANEP2, West Palm Beach, FL, Destroyed, 1 fatal. According to a witness the airplane reached an altitude of approximately 200-300 feet where the engine began to sputter. Another witness stated the airplane… 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.