# NTSB LAX03LA300: McClanahan Stits Playmate SA-11, N9YC, Fontana, CA, September 27, 2003 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: September 27, 2003, 16:55 local (23:55 UTC) - Place: Fontana, CA - Coordinates: 34.166667, -117.400001 - Nearby events: https://openairdocs.org/map.md?lat=34.1667&lon=-117.4000&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report June 28, 2006 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 58070 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX03LA300 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/58070/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=58070 - Page: https://openairdocs.org/ntsb/LAX03LA300 ## Probable cause a loss of engine power due to oil starvation that was the result of misaligned main bearing halves that obstructed the oil galley passages. Since the history of the engine could not be reconstructed, the person or entity responsible for the bearing misalignment could not be determined. Also causal was the pilot's failure to maintain an adequate airspeed while maneuvering for a forced landing that resulted in a stall/spin. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - mech failure/malf, cruise - normal - fluid,oil - starvation (cause) - lubricating system,oil port/passage,internal - blocked(total) (cause) - maintenance,rebuild/remanufacture - improper, unknown (cause) - engine assembly,bearing - shifted (cause) - Forced landing, emergency descent/landing - Loss of control - in flight, maneuvering - turn to landing area (emergency) - airspeed - not maintained, pilot in command (cause) - stall/spin - encountered, pilot in command - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The engine lost power during cruise and the airplane entered into a spin to ground impact in a nose down attitude. Multiple witnesses heard the engine sputter and lose power, and then lost sight of the airplane as it crested a mountain. Other witnesses located nearby reported that they saw the airplane enter a spin while turning sharply and then impact the ground in a nose down attitude. A post impact fire consumed the airplane. The accident pilot, who was also the airplane owner, purchased the airplane about a year prior to the accident. He removed the engine and took it to a repair facility for inspection after experiencing overheating problems. The repair facility produced documents showing that they performed an inspection, disassembly, and repair of the engine in March 2002. A review of the airframe and engine logbooks revealed that the engine recorded as installed in the airplane was not what investigators found installed on the airplane. By serial number, the engine found on the airplane was the one that the repair facility had worked on. Beyond the work performed by the repair facility, the history of the engine is unknown. During the post accident engine examination, investigators noted signatures consistent with oil starvation. The connecting rods were rust colored and the crankshaft journals were thermally damaged and blue in color, with a bronze/copper color transfer. The forward main bearing halves were also coated with a bronze/copper coloration, and were not aligned with their respective oil galley passageways. Since the engine repair in March 2002, the engine was estimated to have accrued 54.33 hours of total time. According to the Federal Aviation Regulations Title 14 CFR 43.1, and 91.409, the maintenance and inspection requirements of these regulations do not apply to aircraft certificated in the experimental category. ## Factual narrative HISTORY OF FLIGHT On September 27, 2003, at 1655 Pacific daylight time, an experimental amateur-built McClanahan Stits Playboy SA-11, N9YC, experienced a loss of engine power and crashed near the junction of Interstate 215 and Interstate 15 in Fontana, California. The private pilot operated the airplane under the provisions of 14 CFR Part 91. The airplane was destroyed in the post-impact fire, and the pilot and one passenger were fatally injured. Visual meteorological conditions prevailed for the local area flight that departed Flabob Airport, Riverside/Rubidoux, California, at an unknown time. The flight was destined for the Riverside Municipal Airport. The wreckage was located at 34 degrees 11.230 minutes north latitude and 117 degrees 25.776 minutes west longitude, at an elevation of 2,020 feet. A witness at a campground at Glen Helen Park saw the airplane prior to the accident. He stated that the airplane was flying over the campground, and when it flew overhead, he heard the engine quit. The airplane appeared to be in level flight traveling in a southerly direction. He estimated the airplane's altitude at 4,000 feet above the ground. Before the airplane crossed over a hill, he heard the engine sputter, but not restart. The witness lost sight of the airplane after it crossed over a hill. Two witnesses in the area stated that just prior to the airplane impacting the ground, they did not hear any noise coming from the engine. Another witness reported that she was in the Glen Helen Park area when she heard a "sputtering" engine. She looked up and saw the accident airplane, and indicated that the engine was running rough and was flying southbound. The witness heard the engine stop, and saw the airplane make a hard right turn in a westbound direction. After the airplane cleared the mountain it made another hard right turn and "spiraled down out of sight." Another witness traveling on Interstate 15 to Las Vegas, Nevada, stated that he saw the airplane out of his right window. He stated that the airplane was spiraling down, and then crashed. He stopped his car to try and assist the people inside the airplane. Prior to reaching the airplane there was an explosion. When he reached the airplane he stated that the fire was high with intense heat and progressing rapidly towards the cockpit. A majority of the witnesses observed the airplane spinning in a nose-down clockwise rotation. PERSONNEL INFORMATION A review of Federal Aviation Administration (FAA) airman records revealed the pilot held a private pilot certificate with an airplane single engine land rating. The pilot held a third-class medical certificate issued on September 5, 2003. It had the limitation that the pilot must wear lenses glasses for distant vision, and possess glasses for near vision. An examination of the pilot's logbook indicated he had accumulated a total flight time of 288.92 hours. He logged 44.69 hours in the last 90 days, and 9.05 in the last 30 days. He had about 54.33 hours in this make and model. AIRCRAFT INFORMATION The airplane was a 1973 experimental single engine McClanahan Stits Playboy SA-11, serial number 162. A review of the airplane's logbooks revealed a total airframe time of 554.73 hours at the last condition inspection, which was completed on May 6, 2003. On June 7, 2003, a new exhaust system had been installed. A flight check was conducted with no anomalies noted. The history of the engine as derived from Airframe and Engine logbooks was as follows: -Both the airframe and engine logbooks recorded the original 1973 installed engine was a Franklin Sport 4, serial number 4-1023. -An engine logbook entry dated March 4, 1985, reported that the engine was disassembled, cleaned, inspected, and reassembled in accordance with the Franklin overhaul manual. -An airframe logbook entry dated October 20, 1997, reported that the engine had been replaced with a "Franklin Sport of same model. Serial #4-109." According to the airframe logbook, in 1998 the airplane, with the new engine (serial #4-109), flew about 11.9 hours. There were no recorded flights for 1999. In 2001, the airplane flew about 1.78 hours. A condition inspection was recorded on January 19, 2001. In a letter dated December 31, 2002, the pilot reported that he had purchased the airplane in 2001. At the time of delivery, the accident pilot flew with the previous owner of the airplane for familiarization purposes. The accident pilot noted that during the flight the oil temperature was high, "but he [previous owner] ignored it." During the next 3 months, the accident pilot noted that the engine oil would over heat "within 15 minutes of flight." It was brought to his attention that the previous owner had installed a rebuilt engine on the accident airplane (it should be noted that this rebuilt engine was not recorded in the engine logbook), and could not get it to idle. At that point, this rebuilt engine was removed and taken to S.C. Modifications, Corona, California, for further inspection. The previous owner indicated that at the time of sale, "that the engine came with no previous logs." He further reported that an engine had been installed on the airplane, but it was not represented as a 'major overhaul.' The previous owner attributed the high temperatures to the "rings seating in." According to paperwork from S.C. Modifications, the accident pilot delivered the Franklin Sport 4 B engine, serial number B947, to their facility on March 12, 2002. He informed S.C. Modifications that 18 hours had been placed on the engine since it had been rebuilt. The pilot reported that the engine was running hot and using "excessive oil (1 quart of oil in 1 hour 15 minutes.)" The repair facility disassembled the engine and found the following discrepancies: -All cylinder liners were worn beyond serviceable limits, which allowed for ring end gaps to be excessive (approximately 0.095 - 0.105). The cylinder liners measured 0.040 over new size. "This was determined to be the cause for overheating and excessive oil consumption." All valve guides were worn beyond serviceable limits. At that point maintenance personnel decided to completely teardown the engine for a more detailed inspection. Maintenance personnel found the following: -The connecting rod and main case bearings, as well as the camshaft case bearings were worn past limits. -The crankcase halves had "excessive amounts of carbon and sludge build up for the amount of time represented after the overhaul." -There was a 2-inch crack in the carburetor induction plenum chamber. Maintenance personnel indicated that the crack would allow air to bypass the carburetor and add to the excessive overheating of the engine while in flight. WRECKAGE AND IMPACT INFORMATION First responders to the accident site noted that the airplane came to rest in a creek bed (Lytle Creek) about 30 feet from a cement support structure of a bridge on Interstate 15. The creek bed ran along a northwest to southwest direction and was rocky with shrubbery. The airplane came to rest upright and intact on a southeasterly heading. The wreckage was recovered to Eastman Aircraft, Corona, for further examination. MEDICAL AND PATHOLOGICAL INFORMATION The San Bernardino County Coroner conducted an autopsy on the pilot on September 30, 2003. The Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed a toxicological analysis from samples obtained during the autopsy. The results of the analysis of the specimens were negative for carbon monoxide, cyanide, volatiles, and tested drugs. TESTS AND RESEARCH National Transporation Safety Board investigators examined the airframe and engine at Eastman Aircraft on October 3, 2003. Investigators verified that the engine installed on the accident airplane was a Franklin Sport 4 B engine, serial number B947, which correspond ## Aircraft - Registration: [N9YC](https://openairdocs.org/deregistered/N9YC-2004-07-21), registration cancelled 2004-07-21, S/N 162, built 1973 (OpenAirDocs) - Reported make and model: McClanahan Stits Playmate SA-11 - Registry model: [Mcclanahan STITS PLAYMATE SA-11](https://openairdocs.org/model/mcclanahan-stits-playmate-sa-11) (registry code 8650906) (OpenAirDocs) - Registry engine: [Franklin SPORT-4B1SER](https://openairdocs.org/engine/franklin-sport-4b1ser) (registry code 27013, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 162 - Airframe hours: 554.73 - Engines: Franklin Sport 4 B reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Registered owner: David L. Stits - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, May 1, 2003, 18 hours before - Departed: RIR, RIVERSIDE/RUBID, CA - Destination: RAL ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 56; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3; seat: left; toxicology performed; flight hours: 289 total, 54 in this make and model, 45 in the last 90 days, 9 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 250° at 8 knots - Visibility: 7 statute miles - Lowest ceiling: none - Temperature: 84 °F, dew point 63 °F - Altimeter: 29.82 inHg - Observed at: ONT, 12 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 20030927026149A](https://openairdocs.org/incident/20030927026149A), Sep 27, 2003: Amtr STITSSA11A, Fontana, CA, Destroyed, 2 fatal. (-23) It is unknown total hours in make and model. Mr. David lee stits, and[privacy data omitted]departed flabob airport, rubidoux CA. For a local flight and… ## Docket (16 files) The files NTSB released with the investigation on April 11, 2006, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=58070. 7.0 MB in all. - Witness Statements (item 1, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40257998&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - San Bernardino County Sheriff's Report (item 2, .PDF, 954 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40408977&FileExtension=.PDF&FileName=San%20Bernardino%20County%20Sheriff%27s%20Report-Redacted.PDF - Inspection Information - Eastman Aircraft (item 3, .PDF, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40257988&FileExtension=.PDF&FileName=Inspection%20Information%20-%20Eastman%20Aircraft-Redacted.PDF - Correspondence (item 4, .PDF, 131 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40257991&FileExtension=.PDF&FileName=Correspondence-Redacted.PDF - Toxicological Report (item 5, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40257999&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 6, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40258000&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Engine Inspection (item 7, .PDF, 333 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40258003&FileExtension=.PDF&FileName=Engine%20Inspection-Redacted.PDF - Excerpt Aircraft Logbook (item 8, .PDF, 118 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40258001&FileExtension=.PDF&FileName=Excerpt%20Aircraft%20Logbook-Redacted.PDF - Excerpt Engine Logbook (item 9, .PDF, 91 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40258002&FileExtension=.PDF&FileName=Excerpt%20Engine%20Logbook-Redacted.PDF - Excerpt Pilot Logbook 2001 showing overtemp issue (item 10, .PDF, 100 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40258268&FileExtension=.PDF&FileName=Excerpt%20Pilot%20Logbook%202001%20showing%20overtemp%20issue-Redacted.PDF - Photo 1 - Main Bearing Note No Holes in Bearing Half (NTSB)a (item 11, .PDF, 613 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40258260&FileExtension=.PDF&FileName=Photo%201%20-%20Main%20Bearing%20Note%20No%20Holes%20in%20Bearing%20Half%20(NTSB)a-Master.PDF - Photo 2 - Main Bearing Note Holes in Bearing Half (NTSB)b (item 12, .PDF, 692 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40258261&FileExtension=.PDF&FileName=Photo%202%20-%20Main%20Bearing%20Note%20Holes%20in%20Bearing%20Half%20(NTSB)b-Master.PDF - Photo 3 - Main Bearing Note Oil Galley Passageway (NTSB)a (item 13, .PDF, 595 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40258262&FileExtension=.PDF&FileName=Photo%203%20-%20Main%20Bearing%20Note%20Oil%20Galley%20Passageway%20(NTSB)a-Master.PDF - Photo 4 - Main Bearing Note No Oil Galley Holes (NTSB)b (item 14, .PDF, 712 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40258263&FileExtension=.PDF&FileName=Photo%204%20-%20Main%20Bearing%20Note%20No%20Oil%20Galley%20Holes%20(NTSB)b-Master.PDF - Photo 5 - Crankshaft Discoloration (NTSB) (item 15, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40258264&FileExtension=.PDF&FileName=Photo%205%20-%20Crankshaft%20Discoloration%20(NTSB)-Master.PDF - Photo 6 - Deformation to Crankshaft Flange (NTSB) (item 16, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40258265&FileExtension=.PDF&FileName=Photo%206%20-%20Deformation%20to%20Crankshaft%20Flange%20(NTSB)-Master.PDF 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.