NTSB Factual Report

HISTORY OF FLIGHT

On April 4, 2002, about 0934 eastern standard time, an amphibious Pelican Club PL airplane, N60980, built by Ultravia Aero International, Inc., and listed with the FAA as "registration pending", experienced an in-flight loss of engine power and was substantially damaged during a forced landing attempt on a fairway of Seven Rivers Golf and Country Club, Inc., Crystal River, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 instructional flight. The airplane was substantially damaged and the certified flight instructor (CFI) and private-rated airplane owner were seriously injured. The flight originated about 0915, from the Crystal River Airport, Crystal River, Florida.

The CFI (right seat occupant) stated the insurance company required the owner (left seat occupant) to fly with a CFI for a total of 10 hours; the purpose of the flight was towards accruing the 10 hours. The owner performed the airplane preflight under his supervision, no discrepancies were noted. After the engine was started, no discrepancies were noted during the run-up before takeoff. Shortly after takeoff with a sufficient quantity of fuel on-board, he heard a warning sound in his headset warning of exceeding engine rpm. The airplane owner was warned of that situation. During the cruise portion of the flight a discrepancy with the propeller was noted; the propeller was controlled manually. The flight then proceeded to return, the decision to return was based on the fact that the lesson was over and not on the propeller problem, which did concern him though. When the flight was approximately 3.5 to 4.0 miles northeast of Crystal River while flying over a residential area at 1,000 feet mean sea level (msl), with one auxiliary fuel pump on and the other auxiliary fuel pump off, the engine suddenly quit. The owner placed the throttle control full forward, and he (CFI) advised the owner to maintain best glide airspeed of 75 miles-per-hour and fly towards the runway at Crystal River Airport. The auxiliary fuel pump that was off, was turned on, and a radio call was made on the Crystal River Airport UNICOM frequency advising that the flight would be landing runway 27 (opposite the active runway). The engine started and operated for approximately 10 seconds after the throttle was placed in the midrange position, then quit. The engine starter was activated which started the engine only momentarily before quitting again. He couldn't recall if the propeller stopped but did report that the fuel selector and ignition switch were in the "both" position. The owner failed to maintain the best glide airspeed; the airplane was maneuvered towards a nearby golf course. He gave up in attempting to start the engine and advised the owner that he (CFI) had the airplane. He advised the owner to tighten his seatbelt, and lined up to land on a fairway. He reported he "misjudged the glide", and just before touchdown while flying at the best glide airspeed of 75 mph, the right wing of the airplane collided with something. The airplane then pitched nose down and to the right impacting the ground. He reported that he believes that if the right wing had not collided with something, he would have made the fairway. He estimated the total airborne time was 35-40 minutes, and all engine parameters were OK from the beginning of the takeoff where full rpm (5,900) was achieved, up to the point when the engine suddenly quit. There was no warning in his headset when the engine quit, and there was no vibration in the airframe before or after the engine quit. He couldn't recall securing the electrical system before the forced landing on the fairway. He stated that he has experienced fuel starvation in-flight before and feels the total loss of engine power experienced on the accident flight was similar to his previous experience.

According to a person monitoring the UNICOM radio at the Crystal River Airport, a person broadcast "Mayday" three times but did not provide the call sign of the airplane. She responded to the accident site and observed the CFI outside the airplane being attended to by EMS; the owner was still in the airplane. The CFI reported to her that the engine had "...just quit." A copy of the her statement is an attachment to this report.

Several witnesses reported seeing the airplane flying low and hearing the crash. One witness reported the engine was running while another witness reported the plane was, "silent except for a 'swoosh' of it." Several witnesses ran to the crash site and helped remove the CFI from the airplane. Copies of the witness statements are an attachment to this report.

The FAA inspector-in-charge (FAA-IIC) spoke with the person who called 911 reporting the accident to law enforcement; the person advised him that the airplane flew over the witness's house though the engine was not operating. The airplane cleared trees in the witness's back yard then the airplane pitched nose down and impacted the ground. Both occupants were transported to a hospital for treatment of their injuries.

PERSONNEL INFORMATION

The right seat occupant is the holder of a commercial pilot certificate with ratings airplane single engine land and sea, instrument airplane. He is also the holder of a CFI certificate with ratings airplane single engine, instrument airplane and was issued a second class medical certificate with the restriction, "must wear corrective lenses." He reported having a total time of approximately 3,278 hours, and a total of 5 hours in the accident make and model airplane.

The left seat occupant (airplane owner) is the holder of a private pilot certificate with ratings airplane single engine land and sea. He was issued a third class medical certificate 3 days before the accident with the restriction, "must wear [corrective] lenses and possess glasses for near and [interim] vision." He reported a total time of 360 hours on the application for the last physical examination. The Pilot/Operator Aircraft Accident Report form submitted by the CFI indicated the owner had accumulated a total time of 6.8 hours in the accident make and model airplane.

AIRCRAFT INFORMATION

The Ultravia Aero International, Inc., Club PL airplane, serial number 661, was manufactured in February 1998, and initially carried a Canadian registration; the airplane was registered with the FAA on May 19, 1999. It was equipped with floats, a constant speed propeller, and a Rotax 914UL engine. It was also equipped with a turbo control unit that records and retains data. On August 1, 1999, a FAA special airworthiness certificate and operating limitations were issued.

Review of the airplane maintenance records revealed the airplane was inspected last on February 15, 2002, in accordance with an, "...annual inspection." At the time of the last annual inspection, the fuel pressure regulator was adjusted. The maintenance records also reflect that on March 8, 2002, a used turbo control unit, throttle sensor, and fuel pressure regulator were installed. Additionally, both carburetors were rebuilt. The airplane had accumulated approximately 15 hours since the inspection at the time of the accident. Copies of maintenance records are an attachment to this report.

COMMUNICATIONS

There were no recorded air traffic control (ATC) communications from the accident airplane with any ATC facility.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site by the FAA-IIC revealed that the airplane came to rest inverted on the fairway approximately 75 feet from the initial touchdown point. The crash site when plotted was located approximately .37 nautical mile east-southeast of the approach end of runway 27 at the Crystal River Airport. Examination of the airplane revealed that the forward portion of both pontoons were displaced nearly symmetrical up and aft. The right wing was found resting under the fuselage. Fuel was observed in both fuel tanks though a greater quantity was observed in the left fuel tank. The cockpit was noted to be heavily damaged. Examination of the cockpit revealed the throttle was in the full on position, the propeller selector switch was in the auto position, the propeller control was positioned to the increase position, the choke switch was in the close position, and the ignition switch was off. The in-line fuel filter was noted to have residual fuel inside; no contamination was noted. The engine separated from the airframe and came to rest near the leading edge of the left wing; the propeller remained attached to the engine. All propeller blades were fractured near the hub; the fracture separated blade pieces were found in the immediate vicinity of the accident site. The carburetors separated from the engine but remained attached to the airframe by the control assemblies. Each carburetor bowl was drained and found to contain residual fuel; no contamination was noted. Due to the position of the engine, rotation of the crankshaft could not be accomplished; the turbocharger was noted to rotate freely. Following recovery of the airplane, examination of the engine revealed it still had lubricating oil and coolant. The top spark plugs were removed and examined revealing all electrodes exhibited a light beige to white color. All top plugs had equal gaps of approximately 1/32 inch and were the correct type; gap specification is .028 to .031 inch. Further examination of the engine by the FAA-IIC following recovery revealed compression in all cylinders.

Further examination of the engine at a later date was performed by representatives of the engine manufacturer with FAA oversight. Examination of the engine assembly and components revealed no evidence of preimpact failure or malfunction. Contamination was noted at the inlet screen of the left auxiliary fuel pump. Impact damaged and or components not delivered with the impact separated engine were replaced for an attempted engine run. The engine was started and operated without the turbocharger; no discrepancies related to the lubrication, or cooling systems were noted during the engine run. A report from Kodiak Research Ltd., and a statement from the FAA inspector who witnessed the engine run are attachments to this report.

TESTS AND RESEARCH

Data contained in the turbo control unit (TCU) was downloaded by representatives of Kodiak Research Ltd. By design, the TCU records eight different parameters at 6-minute intervals. Each 6-minute interval time is coded to indicate "I" if the crankshaft rpm has been greater than 750 for a full 6 minutes, or "O" for less than a full sequence of 6 minutes at greater than 750 rpm (normal code at engine shutdown). The accident TCU contained 10 hours of data. The downloaded data indicated in part the TCU recorded 5 separate times coded as "I" since the engine was last shutdown last. According to representatives of Kodiak Research Ltd., the data times of 9.8, 9.9, and 10.0 each indicate the engine was operating at maximum horsepower rpm; however, the throttle position (load) for each of these last three test times was only open 61, 65, and 58 percent, respectively. A copy of the downloaded information from the TCU is an attachment to this report.

ADDITIONAL DATA/INFORMATION

The airplane minus the retained engine assembly was signed for by Steve Homenda of CTC Services Aviation (LAD, Inc.) on November 4, 2002. The turbo control unit was retained by the NTSB on November 12, 2002. The retained engine and turbo control unit were released to David E. Gourgues, on January 29, 2003.

NTSB Probable Cause

The loss of engine power due to undetermined reasons. A factor in the accident was the pilot-in-command misjudging the proper glidepath resulting in the in-flight collision with a tree and subsequent uncontrolled in-flight collision with the ground.