Amateur-built Pitts S1D accident near Donahue, Iowa, July 31, 2002
On July 31, 2002 at about 4:00 pm local time, a amateur-built Pitts S1D, registered N29FJ, was substantially damaged in an accident near Donahue, Iowa. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 31, 2002 · about 4:00 pm local time
- Place
- Donahue, Iowa · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Pitts S1D
- Registration
- N29FJ · registry record · serial 7-0513
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While maneuvering, the engine and propeller stopped completely and a forced landing was executed into a bean field. On landing the airplane flipped over completely, coming to rest upright again, and was substantially damaged. The pilot reported entering a departure stall with full power which resulted in a relatively high pitch attitude. Immediately prior to the stall, the power was reduced to idle and the nose dropped rapidly as the aircraft stalled. The pilot reported that the aircraft may have experienced some rearward motion due to the high pitch attitude and abruptness of the stall. During the stall, the pilot stated that the engine and propeller both stopped completely. Attempts to start the propeller windmilling were not successful. The aerobatic engine had been modified to exhibit an "enhanced compression ratio", which increased propeller resistance to windmilling during the restart attempt. The amateur-built airplane did not have an engine starter installed. A post-accident engine examination revealed no anomolies determined to have existed prior the accident and/or attribuitable to the loss of power.
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: commercial pilot
- Ratings: single-engine land
- Flight time: 1,029 hours in all; 435 in this make and model; 10 in the last 90 days; 2 in the last 30 days
- Last flight review: March 16, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: sngl
- Injury: no injuries
The aircraft
- Airframe total time: 375 hours
- Last inspection: condition inspection, June 3, 2002; 4 hours since
- Maximum gross weight: 1,150 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming AEIO-360 (piston); 0 hours total
The flight
- Departed from: DVN Davenport IA at 3:30 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 70°F (21°C)
- Altimeter: 30.01 inHg
- Observation at 3:54 pm from DVN, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.