History of Flight
On February 26, 2012, at about 1330 central standard time, an experimental amateur-built Aventura II, registration N1193S, impacted terrain and was subsequently consumed by a postimpact fire near Laceys Spring, Alabama. The certificated private pilot and the passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed. The local personal flight originated from a nearby private airstrip about 1328, operated under Part 91.
According to a friend and witness, the pilot had purchased the airplane about two months prior and had completed about ten flights. Several days before, the friend and the pilot flew from the pilot's airstrip to a flooded farm field about one mile northeast to practice water landings; the airplane performed normally.
On the accident day, the pilot again intended to practice water landings at the flooded field. The friend drove to the field and found the water level too low, so he "waved-off" the pilot as the airplane approached head-on at about 100 feet above ground. The airplane then passed over his left shoulder and impacted the ground about 100 feet behind and to his right, immediately catching fire. The friend ran to extract occupants but retreated when the whole airframe ballistic recovery parachute rocket ignited. The fire consumed the entire airframe in about 10 minutes.
The friend reported the engine operated smoothly throughout at about 3/4 throttle setting.
Another witness driving on a parallel road observed the airplane at about 400 feet altitude westbound. Seconds later, it was in a steep left bank and nose-down attitude at lower altitude. He lost sight behind obstructions, knew it would crash, and contacted emergency services.
Personnel Information
The pilot, age 63, held a private pilot certificate with airplane single engine land rating (no sea rating). His most recent FAA third-class medical was issued August 31, 2009, with requirement to wear correcting lenses.
A recovered flight logbook showed activity from April 2002 to February 2008, with 729 total hours. It contained no entries for transition training in the accident make/model or any seaplane, and the most recent flight review was June 14, 2006.
Aircraft Information
The experimental amateur-built amphibious airplane was certificated August 19, 2006. Its builder was the registered owner. The pilot purchased it from the builder about two months prior; at that time, the airplane had not undergone the required annual condition inspection for two years. No record of sale, application for registration, or maintenance records were recovered.
On February 20, 2012, an internet advertisement listed the accident pilot as contact, claiming 350 total airframe hours and 125 engine hours.
The fuselage was fiberglass hull with two seats. Pontoons were at outboard wings, retractable main gear, steerable tail wheel. A Rotax 912ULS engine with a three-blade composite propeller was installed above the wing, aft of the fuselage.
Meteorological Information
Weather at Huntsville International Airport (10 nautical miles northwest) at 1353: winds 170° at 7 knots, clear skies, visibility 10 statute miles, temperature 16°C, dewpoint -4°C, altimeter 30.29 inches Hg.
Wreckage and Impact Information
The airplane came to rest in an open field adjacent to a gravel road and barbed wire fence. Initial impact was an area of flattened grass and muddy depression along a 73-foot wreckage path oriented 155° magnetic. Main wreckage at the opposite end oriented 025° magnetic. Left wing pontoon and support were separated 36 feet to the left.
Main wreckage was almost entirely consumed by fire; most aluminum, plastic, and fiberglass components were damaged beyond recognition. Steel components of fuselage, wing, empennage remained relatively intact; fabric covering completely burned. Control continuity was traced from left cockpit control stick to elevator and flaperon; elevator trim cable continuity to cockpit; rudder control from pedals to rudder horn/tail wheel. Each control surface free to move. Throttle cable attached to both carburetors.
Engine was separated and extensively fire-damaged. Each composite propeller blade exhibited fibrous separations 5-6 inches from roots. Drivetrain continuity confirmed. Top spark plugs removed had light gray electrodes.
Medical and Pathological Information
An autopsy was performed. Toxicological testing was negative for ethanol, carbon monoxide, cyanide, and drugs.
Additional Information
The FAA Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook notes that flying boat designs with engine mounted well above CG have unique handling characteristics requiring specific training. The handbook states that the mass of the engine can have detrimental effects on roll stability if far from the CG.