Amateur-built STAUDACHER S600 accident near Bunnell, Florida, April 7, 1999
On April 7, 1999 at about 7:33 pm local time, a amateur-built STAUDACHER S600, registered N600SH, was substantially damaged in an accident near Bunnell, Florida. 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
The pilot's improper fuel consumption calculations which resulted in fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 7, 1999 · about 7:33 pm local time
- Place
- Bunnell, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built STAUDACHER S600 STAUDACHER
- Registration
- N600SH · registry record · serial H002
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While approaching the destination airport, the engine lost power. Attempts to restart the engine were unsuccessful and a forced landing was made in a clear area. The pilot stated to a Sheriff's Deputy after the accident that he had underestimated the amount of fuel in the aircraft and the engine quit due to fuel exhaustion. Post crash examination of the aircraft and crash site by a Sheriff's Deputy and an FAA Inspector showed the aircraft contained no usable fuel and there was no evidence of fuel leakage from the aircraft after the accident. An onboard fuel flow/fuel pressure instrument showed the aircraft had one gallon of fuel remaining at the time of the accident and the low fuel warning was illuminated. Lycoming Engines performance charts show the engine consumes 13.9 gallons per hour at 2,400 rpm, 65% power, and leaned for best economy. The flight had departed with 34 gallons of fuel and the engine quit after 2 hours and 30 minutes of flight. The fuel consumption estimation for this leg was about 13.6 gallons per hour.
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; instrument: airplane
- Flight time: 1,800 hours in all; 225 in this make and model; 10 in the last 90 days; 10 in the last 30 days; 1,750 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 198 hours
- Last inspection: annual inspection
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming IO-540-KIJX (piston); 0 hours total
The flight
- Departed from: DNN Dalton GA at 5:00 pm
- Destination: X47
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from DAB, 15 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.