Amateur-built KOLB FIRESTAR II accident near Independence, Oregon, June 1, 1996
On June 1, 1996 at about 8:30 pm local time, a amateur-built KOLB FIRESTAR II, registered N2213U, was substantially damaged in an accident near Independence, Oregon (Independence State 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
failure of the pilot to maintain adequate airspeed during the initial climb after takeoff, which resulted in an inadvertent stall and collision with the terrain. The aircraft's excessive gross weight was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 1996 · about 8:30 pm local time
- Place
- Independence, Oregon · Independence State · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built KOLB FIRESTAR II KOLB FIRES
- Registration
- N2213U · registry record · serial 1929
- 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 just after takeoff, at an altitude of 40 to 50 feet above ground level, and at an indicated airspeed of 35 MPH, 'the nose and left wing pitched up and started to roll to the right.' The pilot attempted to counteract with 'forward left stick.' He stated that the nose then lowered, but the right roll continued. The aircraft impacted the ground right wing first. Information supplied with the pilot's accident report listed the airplane's maximum gross weight as 725 pounds and its stall speed as 30 MPH. The pilot supplied a gross weight computation with his accident report, indicating an actual aircraft gross weight of 727 pounds befpre takeoff. The pilot used a pilot weight for this computation which was 12 pounds lower than the weight given on his FAA medical certificate. The pilot indicated on his accident report that no mechanical malfunction or failure was involved.
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; instrument: airplane
- Flight time: 369 hours in all; 6 in this make and model; 28 in the last 90 days; 7 in the last 30 days; 369 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 69 hours
- Last inspection: annual inspection, April 1, 1996; 7 hours since
- Maximum gross weight: 725 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 503 (piston); 0 hours total
The flight
- Departed from: 7S5 at 8:30 pm
- Destination: S30 Lebanon OR
- Flight plan: none
- Runway 34, 3,070 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
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.