HISTORY OF FLIGHTOn November 8, 2012, about 0904 Pacific standard time, an experimental light sport North Wing Scout X-C, weight-shift-control (WSC) trike, N467XW, collided with the ground while maneuvering about 10 miles North of Waterville, Washington. The student sport pilot and sport pilot rated passenger were fatally injured. The weight-shift-control trike sustained substantial damage to the frame assembly flight control surfaces. The airplane was registered to the student pilot, and operated under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed. The local flight originated from Lake Chelan Airport (S10), Lake Chelan, Washington, about 0830. A witness reported seeing the weight-shift-control trike maneuvering 300 to 400 feet above ground level. The witness stated the aircraft was traveling in a westbound direction and entered a turn to the left; he stated the turn continued into a spin and the aircraft impacted the ground in a nose-low attitude after 2-3 rotations. PERSONNEL INFORMATIONThe student pilot, age 36, held a student sport pilot certificate, with a make and model endorsement, issued on August 11, 2012. His status as a student pilot in WSC aircraft did not require an FAA medical certificate, and was based on a current state driver's license. Pilot logbook records showed that the pilot's first flight in WSC aircraft was June 28, 2012. The pilot had amassed about 28 hours total time in WSC aircraft; 7.5 hours solo and 20.5 hours dual instruction received from the aft seat passenger. The records showed that the passenger endorsed the student's logbook, in part, for solo cross-country training, pre-solo written exams, cross-county planning and various knowledge tests associated with the sport pilot certificate. The pilot had recently purchased the North Wing Scout X-C, N467XW. Logbook records indicated that the pilot logged 3 flights, all solo, in the accident aircraft prior to the day of the accident. A majority of his flight training, to include dual instruction, was conducted in a similar weight-shift-control trike with the pilot rated passenger; however, that aircraft was equipped with instructor control bars. The pilot rated passenger, age 58, held a sport pilot instructor certificate, issued January 22, 2012. Logbook records showed that the pilot had amassed about 2,305 flight hours as pilot in command and about 1,506 flight hours as an instructor in weight-shift-control aircraft. The aircraft was not equipped with aft seat flight controls, and it was not determined what the aft seat occupant's role or responsibilities were with respect to the flight. The student pilot was preparing for a sport pilot practical test; however, it was not determined what the pilot's or passenger's intentions were for this particular flight. AIRCRAFT INFORMATIONThe single-engine (pusher), propeller-driven, tandem two seat weight shift control trike was manufactured by North Wing UUM, Inc, in accordance with the American Society for Testing and Materials (ASTM) specifications. The aircraft was issued a Federal Aviation Administration (FAA) experimental light sport (E-LSA) airworthiness certificate on October 16, 2012. The aircraft's maximum takeoff gross weight was 1,060 pounds; it had an empty weight of 555 pounds. The aircraft was powered by a Rotax 912 four-stroke engine, which had a maximum output of 80 horsepower with an expected cruise speed of about 65 mph. The aircraft had a pilot-passenger carriage suspended by a triangular frame, hinged below the wing, which permitted weight shift control of pitch and roll axes from the forward seat. The aircraft was not equipped with dual flight controls (instructor control bars), which would allow for the person seated in the aft seat to manipulate the flight controls, or a ballistic recovery parachute system. The pilot's operating handbook for the aircraft stated that "deliberate spins and severe spiral turns are prohibited." AIRPORT INFORMATIONThe single-engine (pusher), propeller-driven, tandem two seat weight shift control trike was manufactured by North Wing UUM, Inc, in accordance with the American Society for Testing and Materials (ASTM) specifications. The aircraft was issued a Federal Aviation Administration (FAA) experimental light sport (E-LSA) airworthiness certificate on October 16, 2012. The aircraft's maximum takeoff gross weight was 1,060 pounds; it had an empty weight of 555 pounds. The aircraft was powered by a Rotax 912 four-stroke engine, which had a maximum output of 80 horsepower with an expected cruise speed of about 65 mph. The aircraft had a pilot-passenger carriage suspended by a triangular frame, hinged below the wing, which permitted weight shift control of pitch and roll axes from the forward seat. The aircraft was not equipped with dual flight controls (instructor control bars), which would allow for the person seated in the aft seat to manipulate the flight controls, or a ballistic recovery parachute system. The pilot's operating handbook for the aircraft stated that "deliberate spins and severe spiral turns are prohibited." WRECKAGE AND IMPACT INFORMATIONExamination of the wreckage revealed extensive fragmentations, aft crushing and impact related damage throughout the carriage and instrument panel. Both seats were displaced and the carriage containment area sustained extensive impact related damage. The fuel tanks sustained extensive damage and were breached. The trike mast and control frame (to include the apex) remained attached to the keel tube; however, sustained extensive impact related damage. The wing struts were in place and sustained impact related damage. The wing fabric was continuous over the entire wing assembly. The fabric was ripped in multiple locations throughout the wing assembly; the damage appeared to be impact related. Examination of the airframe revealed that the aircraft was not equipped with instructor control bars for the aft seat occupant. The engine assembly was intact and attached to the carriage. The engine accessories were in place and attached to the engine. The oil cooler and oil filter were not damaged and there was no evidence of a preexisting breach or leakage. The cylinders and associated overhead components, sparkplugs, ignition wires and magnetos were in place and intact. The reduction gearbox and associated composite propeller assembly was attached to the engine. Propeller blade "A" was sheared off near the propeller root and leading edge damage was noted. Propeller blade "B" was attached to the propeller hub; however, extensive leading edge damage was noted and the blade was twisted and deformed. Propeller blade "C" was not damaged. Postaccident examination of the airframe, engine and flight control system components revealed no evidence of a preimpact condition that would have precluded normal operation. An examination report with accompanying pictures is contained in the public docket for this accident. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy was performed on the pilot on November 9, 2012, by Pacific Northwest Forensics Pathologists, P.S. as authorized by the Douglas County Coroner. The FAA's Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot with negative results for drugs of abuse and alcohol.