History of Flight
On September 18, 2014, at approximately 1145 central daylight time, a kit-built Seawind 3000 seaplane, registration N516SW, impacted terrain near Bloomington, Indiana. The pilot and passenger, both private pilots, sustained fatal injuries. The seaplane was destroyed. The flight was operated by a private individual under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed.
The pilot had contacted the control tower at Monroe County Airport (KBMG), reporting a low fuel pressure indicator problem and stating an intention to fly directly to the airport. Several witnesses observed the seaplane in flight, with one witness noting the seaplane was on fire before impact.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and sea, as well as instrument-airplane and repairman experimental aircraft builder ratings. His most recent FAA third-class medical examination was on November 21, 2012, at which time he reported 765 total flight hours and 20 hours in the preceding six months.
The passenger also held a private pilot certificate with ratings for airplane single-engine land and sea. His most recent FAA third-class medical examination was on December 12, 2012, reporting 3,400 total flight hours and 50 hours in the previous six months.
Aircraft Information
The Seawind 3000 is a kit-built, composite-structure, four-seat amphibian airplane with a single tail-mounted engine. It was powered by a 300-horsepower Lycoming IO-540-K1A5 reciprocating engine driving a Hartzell three-blade constant-speed propeller. According to Federal Aviation Administration records, the accident airplane received its special airworthiness certificate in the experimental amateur-built category on September 20, 2007.
Meteorological Information
At 1153, the automated weather observation at KBMG reported wind from 110 degrees at 4 knots, visibility 10 miles, clear sky, temperature 68°F, dew point 50°F, and a barometric pressure of 30.09 inches of mercury.
Wreckage and Impact Information
The seaplane impacted terrain approximately 3 miles north of KBMG in a lightly wooded area. A post-crash fire consumed much of the composite structure. Several pieces of composite material were found along the flight path, with evidence of burn areas consistent with an in-flight fire. After initial documentation, the wreckage was removed for examination.
Medical and Pathological Information
The Lawrence County Coroner's Office conducted autopsies on both occupants. The cause of death for each was determined to be injuries sustained in the aircraft crash. Toxicological testing by the FAA Bioaeronautical Sciences Research Laboratory was negative for tested substances.
Test and Research
Examination of the wreckage revealed that fire had destroyed most of the airplane. The engine's three-bladed propeller remained attached to the crankshaft; all blades showed thermal damage, with one blade missing its outboard tip and another exhibiting slight aft bending starting about 12 inches from the tip. The engine's fuel servo and fuel pump were destroyed by fire, preventing identification. The fuel flow divider was disassembled and showed thermal damage to its diaphragm. Fuel nozzles and lines were secure. Both magnetos were thermally damaged and untestable; spark plugs appeared normal with typical wear.
Initial manual rotation of the propeller allowed only about 100 degrees of movement before binding. Removing the accessory case revealed a large amount of melted aluminum in the gear train, consistent with a melted magneto case. After removing the aluminum, the crankshaft rotated freely. Thumb compression and valve action were confirmed at each cylinder. Rear accessory gears rotated, and mechanical continuity was established throughout the engine drive train. Despite thermal damage limiting a complete examination, no evidence of pre-impact mechanical malfunctions was found.
An electrical wire within the wreckage showed fraying and a piece of metal attached. A fuel line found in the same area had thermal damage. Both components were located near the tail and engine nacelle, in a confined area of the tail structure. Sections of the fuel line and electrical wire were sent to the NTSB Materials Laboratory to identify a potential source of an in-flight fire. The laboratory examined the alternator cable and fuel line for chafing and electrical arcing. While some evidence of electrical arcing was found, the tested section showed no evidence of chafing and arcing between the two components. The source of the in-flight fire was not determined.