Pitts S-2A accident near New Smyrna Beac, Florida, February 17, 1998
On February 17, 1998 at about 10:20 pm local time, a Pitts S-2A, registered N32TP, was substantially damaged in an accident near New Smyrna Beac, Florida (Spruce Creek Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons, and, the jammed engine starter drive assembly, that prevented an engine restart in flight. A factor was the soft terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 17, 1998 · about 10:20 pm local time
- Place
- New Smyrna Beac, Florida · Spruce Creek Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Pitts S-2A · all S-2As on the register
- Registration
- N32TP · registry record · serial 2179
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that they were performing flat spin maneuvers when the propeller assembly stopped turning, and the engine quit. Attempts, by the pilot, to restart the engine, failed. The pilot surveyed the immediate area for an emergency landing area. The pilot selected a landfill for an emergency landing. The airplane touched down on the main landing gear, sank into the soft soil, and flipped over on the left side. Examination of the airplane disclosed that the starter drive assembly was stuck, and it was also jammed against the engine flywheel. The starter drive assembly was described as being 'gummed up'. After the starter drive assembly was freed the engine started normally. According to the Chief Test Pilot for Aviat Aircraft Inc, Pitts Aviation Enterprises, Inc., and other S-2A pilots, it is not uncommon for the S-2A to experience a loss of engine power during the execution of a flat spin. The normal restart procedure requires the use of the starter assembly. Examination maintenance records disclosed that the airframe maintenance procedures were completed in accordance with prescribed procedures.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 15,000 hours in all; 600 in this make and model; 6,100 as pilot in command; 500 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 1,390 hours
- Last inspection: annual inspection, January 12, 1998; 7 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-360-A1A (piston); 0 hours total
The flight
- Departed from: 44J Daytona Beach FL at 10:00 pm
- Flight plan: none
- Runway 23, 4,000 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 250° at 12 knots
- Visibility: 10 statute miles
- Sky: scat at 10,000 ft
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 10:53 pm from DAB, 360 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.