HISTORY OF FLIGHTOn August 11, 2019, at 1643 eastern daylight time, an experimental, amateur-built Poberezny Acro Sport II, N43032, was substantially damaged when it impacted terrain while maneuvering shortly after takeoff from Jersey Shore Airport (P96), Jersey Shore, Pennsylvania. The commercial pilot and a private pilot passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The pilot’s uncle indicated that the pilot purchased the airplane about 3 weeks before the accident. The wings were removed for the airplane’s transport to P96, where it was reassembled. His uncle indicated that the pilot’s first flight in the airplane occurred 2 days before the accident, and that, after the flight, the pilot stated that "the controls were very responsive." He stated that the pilot’s second flight in the airplane was the accident flight. A witness at the departure airport stated that he spoke to the pilot before he took off on the accident flight and that the pilot stated that he was going to fly his new airplane. The witness watched the airplane take off from runway 27, make a circle, and conduct a high-speed fly-by over runway 9 about 150 ft above ground level (agl). The witness reported the engine was running at "full throttle." When the airplane was over the end of the runway, it climbed straight up to about 500-600 ft agl. The witness then saw the airplane "stall"; the left wing rolled over, and the airplane made about two or three spirals before impacting the ground. A pilot who shared hangar space with the accident pilot asked him the day before the accident what the stall speed of the airplane was. He stated he wasn’t sure because he couldn’t see the airspeed indicator while flying from the rear seat. PERSONNEL INFORMATIONThe pilot held a commercial pilot certificate with ratings for airplane single- and multiengine land and instrument airplane. He also held a flight instructor certificate with ratings for airplane single- and multiengine land, and instrument airplane. His most recent Federal Aviation Administration (FAA) second class medical certificate was issued July 31, 2019. He reported 1,400 hours of flight experience on that date. The passenger held a private pilot certificate with a rating for airplane single-engine land. He also held a repairman experimental aircraft builder certificate for a Kitfox airplane. His most recent FAA third class medical certificate was issued June 17, 2014. He reported 1,370 hours of flight experience on that date. The passenger was operating under the provisions of Basic Med and his most recent physical examination was completed on May 30, 2019.. AIRCRAFT INFORMATIONThe only entry in the airplane maintenance logbooks was a condition inspection on August 5, 2006. There was no logbook entry for the disassembly, transport, and reassembly after the pilot purchased the airplane. At the time of the accident the tachometer read 129 hours. AIRPORT INFORMATIONThe only entry in the airplane maintenance logbooks was a condition inspection on August 5, 2006. There was no logbook entry for the disassembly, transport, and reassembly after the pilot purchased the airplane. At the time of the accident the tachometer read 129 hours. WRECKAGE AND IMPACT INFORMATIONThe airplane came to rest about 100 yards from the end of runway 9. The wreckage path was oriented 240°. All major components were located with the main wreckage. Flight control continuity was verified from the cockpit to all primary flight control surfaces. Examination of the wreckage revealed the forward and rear cockpit panels were bent but intact. The rear throttle and mixture controls were in the full forward position, and the forward throttle and mixture controls were in the full aft position. The tail assembly remained attached to the fuselage. The upper wing remained attached to the fuselage; however, the wing attachments were bent in several places. The upper ailerons were both attached to the wing by the outer pivot points. The inner attachment points and tubes that connected to the lower aileron were separated from the lower wings. The lower right wing was still attached to the fuselage; the skin was torn in several areas, and the right main landing gear had punctured the wing material. The lower aileron was still attached to the wing, and the torque tube to the joysticks was attached. The left lower wing was attached to the fuselage, and the aileron remained attached to the wing. The left main landing gear had punctured the wing material. The two-bladed wood propeller remained attached to the engine. One blade was fractured the length of the blade; the other blade was not damaged. The engine remained attached to the airframe, and all engine components remained attached to the engine. The oil sump was fractured, and oil was present on the ground underneath the engine. The engine was removed for further examination. Engine rotation was achieved by rotating the propeller by hand; the fractured starter ring gear had to be removed from the engine to facilitate a full 360° of rotation. Pushrod tubes on the cylinder No. 3 intake side and the cylinder No. 4 exhaust side had impact damage and were bent; however, engine continuity was confirmed throughout the engine with thumb compression and suction attained on all four cylinders. The single-drive dual magneto was found secured to the accessory section of the engine and was removed, rotated by hand, and confirmed to spark at each individual lead. The engine-driven fuel pump remained attached to the engine; with rotation of the engine crankshaft, suction and compression on the inlet and outlet ports were confirmed. Fuel was also present at both ports as fuel lines were removed from the pump. The electric boost pump was tested using a 12-volt battery source and activated when voltage was applied. The oil pressure screen was removed and found unobstructed. A second oil screen that was part of the aerobatic oil system was also found unobstructed. All eight sparkplugs were removed and found to have coloration consistent with normal operation and normal wear. No damage to electrodes were noted. The No. 2 bottom sparkplug sustained impact damage on the ignition harness lead end and was cracked and bent. The starter and alternator remained attached and were impact damaged. The throttle body injector remained attached to the engine; it was fractured and bent and would not operate from its closed throttle position. The unit was disassembled, and the diaphragm was removed. No evidence of tears or debris was found on the air or fuel side of the diaphragm. The fuel inlet screen was present and unobstructed. The mixture arm was found fractured from the unit and remined attached to the mixture control cable. Movement of the mixture control tube and throttle was obtained after the impact-damaged parts and cracked throttle body sections were disassembled. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy of the pilot and pilot-rated passenger and were performed by the Lycoming County Coroner in Allentown, Pennsylvania. The cause of death was multiple blunt force injuries. Toxicology testing performed at the FAA Forensic Sciences Laboratory found that the pilot and passenger tested negative for carbon monoxide and ethanol. The high cholesterol medication atorvastatin was identified in the passenger's blood and urine. This medication is not considered impairing.