Amateur-built DOUBLE DEUCE accident near West Alexandria, Ohio, June 11, 2000
On June 11, 2000 at about 3:30 pm local time, a amateur-built DOUBLE DEUCE, registered N1056G, was substantially damaged in an accident near West Alexandria, Ohio (Morningstar Airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain control of the airplane. A factor in the accident was the pilot's failure to properly brief/communicate transfer of the flight controls to the pilot-rated passenger.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 11, 2000 · about 3:30 pm local time
- Place
- West Alexandria, Ohio · Morningstar Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built DOUBLE DEUCE DOUBLE DEU
- Registration
- N1056G · no longer on the register · serial 0010
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The purpose of the flight in the home-built airplane was to give an orientation flight to the pilot-rated passenger, as she had never flown an open cockpit airplane. According to the pilot, there was no communications possible between his seat in the back and the passenger seat in the front, but that he briefed his passenger prior to takeoff. He said the understanding was that he would fly the airplane to altitude and transition to level flight, and then signal the pilot in the front by 'a slight circle with the control stick' to take the flight controls. The pilot said he surrendered the flight controls, and the airplane completed a series of 360-degree turns at varying altitudes. Witnesses described the turns and how the airplane passed 'dangerously close' to trees and buildings before it flew under wires and struck terrain and a tractor. After the accident, the pilot reported that he was unclear as to whom, if anyone was on the controls at the time of the accident. The pilot rated passenger had no recollection of the flight or the accident.
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: private
- Ratings: single-engine land
- Flight time: 853 hours in all; 336 in this make and model; 800 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 336 hours
- Last inspection: annual inspection, July 1, 1999; 12 hours since
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: 30H1 at 11:15 am
- Flight plan: none
- Runway 0, 2,400 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 230° at 10 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 12,000 ft; not recorded
- Temperature: 82°F (28°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 3:55 pm from DAY, 19 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.