LAX96LA110

The airplane had not been flown recently, and the engine made a popping noise during run-up. The pilot accepted a midfield intersection departure from the 6,995-foot-long runway. At about the time the airplane rotated for takeoff, the engine started to make the popping noise again. At about 75 feet above the ground, the engine quit running. The airplane had flown past the departure end of the runway, and the pilot attempted to return to the airport. However, the airplane crash landed in a sugar cane field before reaching the runway. The last previous annual inspection had been completed on 2/14/93. In November 1995, an A&P mechanic made another inspection. The mechanic indicated the airplane was in need of work and the engine had low compression. He did not return the airplane to service and released it back to the pilot/previous owner. The pilot told the mechanic he would complete the repairs himself. Examination of the left magneto revealed the internal 'P' lead was detached from its connector; and the left magneto's internal mechanism was dirty, contaminated with engine oil, and displayed evidence of internal electrical arcing. According to the engine manufacturer, this could account for the popping noise. No record was found that the pilot possessed a current airman medical certificate or biennial flight review.

On February 9, 1996, at 1529 hours Hawaiian standard time, a Stolp Starduster II, N1457, collided with the terrain in a sugar cane field off the departure end of runway 2 at the Kahului Airport, Kahului, Hawaii. The airplane was destroyed and the certificated private pilot and student pilot passenger received serious injuries. The airplane was being operated as a personal flight to demonstrate the airplane to a the new owner. Visual meteorological conditions prevailed at the time.

According to the Federal Aviation Administration (FAA), the airplane had not been flown for sometime and was being flown by the pilot/previous owner with the new owner/student pilot in the front passenger seat.

A witness reported the engine was making a popping noise during run-up. The witness stated he was surprised to see the pilot take the runway after the run-up and attempt to takeoff.

The pilot accepted a midfield intersection departure from the 6,995-foot-long runway. The engine was making a popping noise at the takeoff rotation and later quit about 75 feet above the ground. The airplane had flown past the departure end of the runway and the pilot attempted to return to the runway. The pilot indicated that while in the turn the airplane was approaching the stall speed and he pitched the airplane nose down to prevent the stall. The airplane then collided with sugar cane in a nose-down attitude.

The airplane had been inspected by an airframe and powerplant mechanic in November, 1995. The most recent inspection previous to that was on February 14, 1993. According to the mechanic, the airplane was in need of work and the engine had low compression. The mechanic did not return the airplane to service and returned it back to the pilot/previous owner. The pilot told the mechanic he would complete the repairs himself.

The engine was examined by the manufacturer under the supervision of the FAA Honolulu Flight Standards District Office. According to the engine manufacturer, the internal "P" lead of the left magneto was found detached from its connector. Further examination of the magneto revealed the internal mechanism was dirty, contaminated with engine oil, and displayed evidence of internal electrical arcing. According to the engine manufacturer, this could account for the popping noise.

According to the FAA, the pilot did not possess a current biennial flight review or airman medical certificate.