History of Flight
On January 16, 2015, around 1100 eastern standard time, an experimental amateur-built Aventura II, registration N511DS, was substantially damaged after impacting terrain at Sebring Regional Airport (SEF) in Sebring, Florida. Visual meteorological conditions were present, and no flight plan was filed for the local demonstration flight. The aircraft was operated by Aero Adventure under 14 CFR Part 91. The flight departed at 1055.
Eyewitnesses reported that during startup on the ramp, the airplane's tail struck the concrete. The pilot then exited, inspected the tail, returned, started the engine, and taxied for takeoff. No witness saw the pilot examine the underside of the elevator or tail after the strike. A video showed the airplane depart, climb to about 300 feet above ground level (agl), make a left turn, then perform a pass down the runway in the opposite direction. It then made a second pass at about 300 feet agl, followed by a left turn. The left bank continued until the wings were nearly vertical, the nose dropped, and the airplane descended nose-down behind the airport fuel tanks.
Contract air traffic control personnel stated the airplane flew a traffic pattern, then a low approach, climbed to about 300 feet agl, turned left, and impacted the ground nose first.
Personnel Information
According to FAA records, the pilot held a sport pilot certificate issued October 8, 2010. He was not required to hold a medical certificate for light sport aircraft; a valid driver's license sufficed. No flight hour records were located.
The passenger held a student pilot certificate and a second-class medical certificate issued February 27, 2008, reporting 11 total flight hours. Although the medical had expired, he was eligible to fly as a light sport pilot with a valid driver's license.
Aircraft Information
The Aventura II, serial number AA2A0124, received a special airworthiness certificate on September 1, 2005, and was registered to a private individual. A letter of agreement dated November 20, 2014, indicated Aero Adventure had possession and responsibility. The aircraft was powered by a Rotax 912 ULS 100-hp engine with an IVO 3B-GA propeller. The last condition inspection was November 17, 2012, at 353.1 hours; the wreckage hour meter read 362.52 hours.
The fuselage was a fiberglass hull with two seats, outboard wing pontoons, retractable main landing gear, and a steerable tailwheel. A Ballistic Recovery Parachute system had been removed, with no logbook entry or recalculation of weight and balance. Based on the aircraft empty weight, pilot and passenger weights from autopsy, and full fuel, the takeoff weight was below the maximum allowable.
Wreckage and Impact
According to authorities and eyewitnesses, the airplane pitched up, rolled left, and nosed down, impacting near vertically just before the arrival end of runway 14, about 150 yards from the fuel farm. The debris path was compact, with one ground scar at impact and another where the engine rested. Flight control continuity was confirmed from cockpit to surfaces. The left elevator was about 15 degrees trailing edge down, the right elevator neutral. The elevator trim was fully deflected trailing edge down. The left elevator torque bar showed bends. The trim tab cable was separated from its eyelet, with extensive corrosion on both. Several support cables exhibited tensile overload.
The engine was separated from the airframe. Two of three propeller blades were impact-separated; the third showed rotational scoring and leading edge damage. Fluid resembling automotive gasoline was found throughout the engine. Both carburetors contained similar fluid; the No. 1 and 3 carburetor float bowl gasket was pinched but not impeding flow. The fuel pump operated normally when tested. One ignition coil was impact damaged, and one trigger coil was displaced.
The engine was started on a pallet and ran at various power settings without hesitation, though two spark plugs were inoperative due to coil damage. Both hydraulic shutoff valves were in the ON position.
Medical and Pathological Information
Autopsies were performed on January 19, 2015. The pilot's cause of death was blunt impact to head and torso. Toxicology detected no ethanol; salicylate and zolpidem were found in urine, and zolpidem in cavity blood, but below therapeutic levels. The passenger's cause of death was blunt impact; toxicology detected no ethanol, and ibuprofen in urine.
Test and Research
The elevator horn assembly and trim cable were examined at the NTSB Materials Laboratory. The left elevator attachment channel exhibited deformation consistent with rearward downward pivoting about the attachment bolt. The trim cable had a forward bend and longitudinal wear area with corresponding wear on the sheath inner liner, consistent with side loading.