Accident Overview
On August 23, 2016, at approximately 1500 eastern daylight time, an experimental amateur-built Searey amphibious airplane, registration N801SR, was substantially damaged during a forced landing following a total loss of engine power. The incident occurred during initial climb from Sebring Regional Airport (SEF) in Sebring, Florida. The flight instructor and student pilot both sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight conducted under 14 Code of Federal Regulations Part 91.
Sequence of Events
According to the flight instructor, he and the student pilot had flown the airplane earlier that day from Bartow, Florida, to Sebring, where the airplane was to remain for instructional lessons. After lunch and a brief lesson overview, the pair performed a preflight inspection and taxied to the runway. Immediately after takeoff, at approximately 200 feet above ground level, the engine began running rough and sputtering. The instructor quickly decreased the angle of attack, and the engine then lost all power. He attempted to land on the runway, but the airplane landed hard, slid into an embankment, became airborne briefly, and then came to rest.
Aircraft Information
The two-seat, high-wing amphibious Searey, serial number 1MK283, was assembled from a kit in 2001. It was powered by a Rotax 914ULS 115-horsepower engine equipped with a three-blade INO propeller. Maintenance records showed that the most recent annual condition inspection was completed on March 3, 2016, at which time the total airframe time was 1,058 hours and the total engine time was 358 hours.
Wreckage Examination
Post-accident examination revealed that the airplane incurred damage to the fuselage, and the left main landing gear had separated from the fuselage. The electric turbo control unit had been removed; instead, a manual lever in the cockpit operated the waste gate. The manifold air pressure gauge line was disconnected and capped at the engine, but the gauge was not marked inoperative. The tachometer was also inoperative. A small amount of automotive fuel was siphoned from the main fuel tank, and no water was present. Numerous wire splices were found behind the instrument panel, with different gauge wiring on each wire run, and wrong-size wire connectors were used on different instruments. One ground wire was found off the back of the starter key switch; this wire served as the ground for the master arm solenoid. With this wire disconnected, power from the battery was disconnected from the electrical system.
Engine Testing
The airplane was secured to a trailer, and the engine was started. A magneto check showed both magnetos operated normally. The ground wire was then removed from the starter switch to test the rectifier system. The engine continued to run without the battery connected to the system, as per the manual. Voltage measured at the rectifier output was 12.3 volts. Without the battery connected, the fuel boost pumps, landing gear motor, and strobe lights would all place a load on the rectifier. Normal rectifier output is 13.5 ± 0.2 volts. The engine was shut down using normal procedures.