# NTSB WPR24FA287: Pitts S1, N42JF, Santa Paula, CA, August 25, 2024 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Field · Final report - Date: August 25, 2024, 12:24 local (19:24 UTC) - Place: Santa Paula, CA · 1/3 mile east of rwy 22 SZP - Coordinates: 34.350587, -119.05226 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.3506&lon=-119.0523&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern downwind: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report July 2, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Lycoming Engines, FAA-FSDO - NTSB case key (mKey): 194998 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR24FA287 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194998/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=194998 - Page: https://openairdocs.org/ntsb/WPR24FA287 ## Probable cause The total loss of engine power at low altitude for reasons that could not be determined. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: incorrect action selection](https://openairdocs.org/ntsb-findings/02041010): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Fisher Jerald R PITTS S-1, 1 case](https://openairdocs.org/ntsb-findings/02041010/cases.md?model=72207A3), [All aircraft, 397 cases](https://openairdocs.org/ntsb-findings/02041010/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot; cases with it: [Fisher Jerald R PITTS S-1, 1 case](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=72207A3), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Engine (reciprocating)](https://openairdocs.org/ntsb-findings/01058500): Aircraft › Aircraft power plant · Unknown/Not determined (probable cause); cases with it: [Fisher Jerald R PITTS S-1, 1 case](https://openairdocs.org/ntsb-findings/01058500/cases.md?model=72207A3), [All aircraft, 497 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern downwind: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) (defining event); cases with it: [Fisher Jerald R PITTS S-1, 1 case](https://openairdocs.org/ntsb-events/000/sequence.md?model=72207A3), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) - [Emergency descent: Abrupt maneuver](https://openairdocs.org/ntsb-events/270); cases with it: [Fisher Jerald R PITTS S-1, 1 case](https://openairdocs.org/ntsb-events/270/sequence.md?model=72207A3), [All aircraft, 346 cases](https://openairdocs.org/ntsb-events/270/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Fisher Jerald R PITTS S-1, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=72207A3), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis Shortly after refueling the airplane, the pilot departed the runway on a local flight. Multiple witnesses at the airport heard the airplane’s engine make popping sounds during the airplane’s initial climb before it turned onto the left crosswind leg of the traffic pattern. The airplane continued onto the left downwind leg at a lower-than-normal traffic pattern altitude, and the engine again made popping sounds before it became quiet like it lost total power. The airplane turned left toward the runway while another airplane was on final approach to the same runway, then it made a sharp right turn back toward the downwind before it descended behind trees. The pilot of the other airplane stated that he heard no radio communications from the accident pilot and that his passenger saw the accident airplane below their position before it impacted the ground in a storage facility and erupted into flames. Postaccident and follow-up examinations of the wreckage revealed no evidence of preimpact mechanical malfunction or failure that would have precluded normal operation; however, many components exhibited extensive thermal damage that limited the examinations. The main fuel tank was mostly consumed by postimpact fire and the fuel cap was not found during the onsite examination. It is likely that the fuel cap was also consumed by postimpact fire. Both propeller blades were bent slightly aft and showed no rotational signatures. Postaccident testing performed on a fuel sample from the airport fueling pump revealed no fuel anomaly. The accident pilot’s premature left turn toward the runway was likely an emergency maneuver to immediately return to the runway due to the total loss of engine power, and the subsequent right turn was likely to avoid the other airplane that was on final approach. It is unknown whether the accident pilot attempted to provide any radio communications about the emergency return to the runway. Such communications can enhance awareness for other pilots so that they can look for and yield to an aircraft in distress. ## Factual narrative On August 25, 2024, about 1224 Pacific daylight time, an experimental amateur-built Pitts S-1 airplane, N42JF, was destroyed when it was involved in an accident near Santa Paula, California. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to multiple witnesses located at the Santa Paula Airport (SZP), Santa Paula, California, the pilot just refueled the airplane at the self-service fuel pumps before departing runway 22. During the airplane’s initial climb after departure, the engine made popping sounds, then the airplane turned onto the left crosswind leg of the traffic pattern. The airplane continued onto the left downwind leg at a lower-than-normal altitude, and the engine again made popping sounds before it became quiet like it lost total power. The airplane turned left toward runway 22 while another airplane was on final approach for runway 22. The accident airplane then made a sharp right turn back toward the downwind before it descended out of view behind trees. A pilot who was flying a Vans RV-12 airplane at SZP said that he saw the accident airplane depart from runway 22 while his airplane was on the left downwind leg for runway 22. He said he did not hear any radio calls from the accident flight on the airport common traffic advisory frequency (CTAF). The pilot of the RV-12 said he continued flying his airplane in the pattern for runway 22 while making all the appropriate radio calls. He stated that, while his airplane was on final approach about a 1/4 mile out from runway 22, his passenger noticed the accident airplane below their position and saw it impact the storage yard and erupt into flames. The accident site was located on an irrigation storage facility about 1/3 mile east of the approach end of runway 22. The debris path was about 120 ft long and oriented on a heading of about 030°. The airplane impacted several metal baskets and steel racks containing irrigation pipes before it came to rest alongside two metal waste containers, where a postimpact fire ensued. Examination of the wreckage revealed extensive thermal damage to the airplane. Postaccident examination of the wreckage revealed that the fuselage, empennage, and wing skins were consumed by fire, and only bent steel fuselage frame members remained. Both wing forward spars were mostly consumed by fire. The ferry fuel tank located on the upper forward wing spar remained attached, but was breached and had sustained thermal damage. The ferry fuel tank cap was locked and remained attached to the tank and was also thermally damaged. The main fuel tank was mostly consumed by post-impact fire. Small fragments of melted aluminum were found near the steel bracket assembly that holds the tank. The main tank fuel cap was not found during the onsite examination. The smoke oil tank, forward of the right rudder pedal area, was consumed by postimpact fire. The upper cowling remained partially attachedto the engine and sustained impact and thermal damage. The engine remained attached to the fuselage and sustained thermal damage. The propeller remained attached to the crankshaft flange, and both blades were bent slightly aft. No rotational signatures were noted on the blades. A follow-up examination of the wreckage revealed no evidence of preimpact mechanical malfunction or failure that would have precluded normal operation. Fuel records from the self-serve fuel pump at SZP indicated that the accident airplane was fueled with 12.7 gallons of 100LL about 9 minutes before the accident. Specific-gravity fuel testing performed postaccident on a sample from the fuel pump revealed no anomaly. There were no pilot records provided indicating the pilot’s flight experience in the accident airplane make and model. According to the FAA, on February 8, 2024, the pilot reported a total of 2,300 hours of flight experience. A statement from the pilot was not provided during the investigation. The pilot had recently purchased the airplane and had flown it to SZP from Cleveland, Texas, 2 days before the accident. The mechanic who performed the prepurchase inspection and the last condition inspection said that he found nothing out of the ordinary with the airplane. Pre-accident photos of the airplane showed that a handheld radio was mounted on the right side of the cockpit with an antenna and power cable attached. The airplane’s maintenance records recorded that on November 11, 2019, the engine had about 695 hours of time in service and 299 hours since last overhaul. On September 6, 2022, inspection entry recorded an engine time of 325 hours since last overhaul and a total airframe time of 685 hours. The last airframe and engine inspections were performed July 15, 2023, and operational hours were not recorded in the logbook entries. The August 17, 2024, condition inspection logbook entry showed 718 hours of airframe and engine total time at the time of the inspection. ## Aircraft - Registration: [N42JF](https://openairdocs.org/aircraft/N42JF), registered now, S/N 1 (OpenAirDocs) - Reported make and model: PITTS S1 - Registry model: [Fisher Jerald R PITTS S-1](https://openairdocs.org/model/fisher-jerald-r-pitts-s-1) (registry code 72207A3) (OpenAirDocs) - Registry engine: [Lycoming I0360 SER A&C](https://openairdocs.org/engine/lycoming-i0360-ser-a-c) (registry code 41511, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 1 - Year built: 1983 - Airframe hours: 718 - Engines: LYCOMING IO-360-B4A 200 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, August 17, 2024 - Airport: SZP, Santa Paula, runway 04/22, 2,665 × 60 ft, asphalt - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 25; injuries: serious; airline transport, commercial, flight instructor; airplane ratings: multi-engine land, single-engine land, single-engine sea; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review January 29, 2024; seat: single; restraint: 5-point; flight hours: 2,300 total ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 10 knots - Visibility: 10 statute miles - Temperature: 82 °F, dew point 63 °F - Altimeter: 30.04 inHg - Observed at: KCMA, 9 nm away - METAR: METAR KCMA 251855Z 21010KT 10SM CLR 28/17 A3004 RMK AO2 SLP179 T02780167= ## 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 20240825012139A](https://openairdocs.org/incident/20240825012139A), Aug 25, 2024: Fisher Jerald R PITTS S-1, Santa Paula, CA, Destroyed. Just after takeoff from szp runway 22 the engine made some loud popping noise like backfires then sounded normal. The pilot then turned crosswind then… ## Other investigations on N42JF (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 LAX83LA028](https://openairdocs.org/ntsb/LAX83LA028), Nov 7, 1982: Pitts S1 (N42JF), San Andreas, CA, destroyed ## Docket (12 files) The files NTSB released with the investigation on July 2, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=194998. 108 MB in all. - Witness statements (item 1, PDF, 7 pages, 5.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20272206&FileExtension=pdf&FileName=Witness%20Statements_Redacted-Rel.pdf - Fueling documents (item 2, PDF, 2 pages, 711 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20270441&FileExtension=pdf&FileName=Fuel%20Documents_Redacted-Rel.pdf - Photo array-airplane sales listing photos (item 3, PDF, 4 pages, 794 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20265623&FileExtension=pdf&FileName=Photo%20Array-Airplane%20Sales%20Listing-Photos-Rel.pdf - Google earth view-accident site and airport (item 4, PDF, 1 page, 8.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20271987&FileExtension=pdf&FileName=GE%20View-Rel.pdf - Memorandum of record-rv pilot (item 5, PDF, 1 page, 84 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20268343&FileExtension=pdf&FileName=ROM%20Provo-RV%20Pilot_Redacted-Rel.pdf - Memorandum of record-mechanic (item 6, PDF, 1 page, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20269667&FileExtension=pdf&FileName=ROM%20Newell_Redacted-Rel.pdf - Memorandum of record-airport manager (item 7, PDF, 1 page, 82 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20269579&FileExtension=pdf&FileName=ROM%20Airport%20Manager_Redacted-Rel.pdf - Condition inspection checklist, notes and entry (item 8, PDF, 5 pages, 3.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20534574&FileExtension=pdf&FileName=N42JF%20condition%20inspection%20and%20notes_Redacted-Rel.pdf - Maintenance entries (item 9, PDF, 6 pages, 84.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20535511&FileExtension=pdf&FileName=Maintenance%20Entries_Redacted-Rel.pdf - NTSB accident site and wreckage examination report (item 10, PDF, 9 pages, 5 photos, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20221556&FileExtension=pdf&FileName=WPR24FA287%20Accident%20Site%20and%20Wreckage%20Examination%20Summary-Rel.pdf - NTSB wreckage follow-up examination report (item 11, PDF, 11 pages, 10 photos, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20266895&FileExtension=pdf&FileName=WPR24FA287%20Wreckage%20Follow-up%20Examination%20Summary-Rel.pdf - Statement of party representatives to NTSB investigation-lycoming engines (item 12, PDF, 14 pages, 790 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20221621&FileExtension=pdf&FileName=Party%20Form_Redacted-Rel.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.