On August 17, 2011, at 0740 eastern daylight time, an experimental amateur-built light sport, Evans Plegazair 100 airplane, N523RE, registered to a private owner, collided with the ground during initial takeoff climb from a private airstrip in the vicinity of Maysville, North Carolina. The personal flight was operated under the provisions of 14 Code of Federal Regulations Part 91. No flight plan was filed and visual meteorological conditions prevailed. The student pilot sustained serious injuries. The airplane received structural damage to both wings and the empennage. The flight was originating from the student pilot's private airstrip at time of the accident. The student pilot stated he did not have a tail wheel endorsement or training in tail wheel airplanes. In addition, the accident takeoff was his first takeoff with the flaperon extended to 20 degrees. He started the takeoff run and the airplane responded differently. The tail came up quicker than he anticipated, in a nose-high attitude, about 30 mph or slower. The left wing dropped down, and the nose of the airplane veered to the left. The student pilot stated he had no memory of the accident from that point, other than there was nothing wrong with the airplane. A friend of the student pilot stated he observed the airplane during takeoff with the flaps extended about 20 degrees. The airplane became airborne and climbed between 100 to 150 feet. The nose of the airplane was in a high attitude and the left wing dropped down. The airplane veered to the left as if it was in a stall and rotated 180 degrees, before it collided with the ground in a nose-down attitude. The friend stated there was no change in engine noise until the airplane collided with the ground. Review of records on file with the Federal Aviation Administration (FAA), Aircraft Registration Branch revealed the original builder applied for an aircraft registration certificate on October 26, 2005. Review of the aircraft logbooks revealed the student pilot certified that he had built the aircraft for his own education and recreation on November 23, 2007. He had inspected the airplane fully and he considered it was eligible for issuance of an airworthiness certificate. The student pilot was issued a special airworthiness certificate and experimental amateur-built limitations on March 1, 2008. Review of the aircraft logbooks revealed the last condition inspection was conducted on March 1, 2008. The next inspection was due on March 31, 2009. The student pilot stated in an interview with the NTSB investigator-in-charge that he completed the last condition inspection about 1 month before the accident, but he did not record it in the logbook. On October 3, 2008, the logbook entry stated, "A/C under powered!!Removed EA-81!! ". Installed Lycoming O-320 serial number 3876-27 with in flight adjustable IVO magnum. Installed used rpm tachometer with reading of 2476.18." The airplane was involved in an accident on January 29, 2009, at recorded tachometer time of 2480.0. The wreckage was located in a cotton field adjacent to a private residence in the vicinity of Maysville, North Carolina. The airplane collided with the ground in a left wing low, nose-down attitude and came to rest on a heading of 270-degrees magnetic. The composite propeller blades were fragmented and remained attached to the propeller hub. The top of the engine cowling was separated. The engine assembly was displaced to the left, upward, and remained attached to the engine mounts with all accessories. The engine firewall was bucked. The windshield supports remained intact; however, the windscreen popped out. The left and right cabin doors remained attached to the door post and both side windows were intact. The cabin roof was wrinkled. Both cabin seats remained intact and the pilot's restraint system was in use at the time of the accident. The instrument panel was intact and damaged. The tachometer at the accident site read 2485.0 hours. The fuel selector switch was in the off position. The interconnected throttle on the pilot's side was full forward. The right side throttle was full aft. The mixture knob was full rich. The flaperons were extended 20 degrees. Continuity of the flight controls was confirmed from the cockpit aft to all flight control surfaces. The right main landing gear remained attached to the airframe. The left main landing gear was partially attached to the airframe and bent outward. The right wing remained attached at the wing root. The leading edge of the wing received damage from the wing tip extending inboard 5 feet. The upper and lower wing skins were wrinkled. The right main fuel tank was not ruptured and fuel was present in the fuel tank. The right main fuel cap was secure with a tight seal. The right flaperon remained attached at all hinge points and was extended 20 degrees. The right wing strut remained attached to the wing and the fuselage. The empennage was not damaged. The vertical fin was intact and not damaged. The rudder remained attached to the vertical fin and was not damaged. The rudder balance weight was intact. The left and right horizontal stabilizer and left and right elevators were not damaged. The tail wheel remained attached to the fuselage and was not damaged. The left wing remained attached at the wing root. The trailing edge of the left wing separated from the rear spar. The leading edge of the wing received damage from the wing tip extending inboard 10 feet. The upper and lower wing skins were wrinkled. The left main fuel tank was not ruptured and fuel was present in the fuel tank. The left main fuel cap was secure with a tight seal. The left attachment fitting separated from the left flaperon. The left wing strut remained attached to wing and the fuselage. Visual examination of the engine assembly and accessories revealed no anomalies. Review of the Pegazair 100 specifications revealed that at a gross weight of 1,450 pounds, with 20 degrees of flaps extended, the airplane will stall at 28 mph.