Amateur-built STARDUSTER II accident near Atlanta, Texas, January 19, 1997
On January 19, 1997 at about 10:45 pm local time, a amateur-built STARDUSTER II, registered N45227, was substantially damaged in an accident near Atlanta, Texas (Atlanta Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
improper maintenance by unknown person(s), which resulted in the failure of the throttle cable and a substantial loss of engine power. A factor relating to the accident was: the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 19, 1997 · about 10:45 pm local time
- Place
- Atlanta, Texas · Atlanta Municipal · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built STARDUSTER II STARDUSTER
- Registration
- N45227 · no longer on the register · serial 472
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a forced landing, following a loss of engine power, the pilot maneuvered the airplane to avoid powerlines and vehicles on a highway. The airplane struck a tree before coming to a stop in a pasture. The owner/pilot reported that the airplane, built by private individuals, was released to service in December 1996, and the total time on the day of the accident was 32 hours. The pilot/owner reported that a 'B' clamp 'loosened and allowed the throttle housing to slide freely. This in turn allowed the carb[uretor] to fall back to the idle position.' The throttle cable was examined and removed under the surveillance of the FAA inspector. After the removal, it a cable break was found, where the cable was swaged to the control rod at the cockpit end of the cable. The FAA inspector 'concluded that the power loss was due to failure of the engine throttle control cable.' The reason for the failure of the cable was not determined; however, the individual cable wires 'appear to have been twisted prior to breakage which would indicate improper handling or installation.'
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: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,000 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 32 hours
- Last inspection: annual inspection, December 9, 1996; 32 hours since
- Maximum gross weight: 1,950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: ATA at 10:30 pm
- Flight plan: none
- Runway 5, 3,204 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 045° at 5 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.