History of Flight
On May 8, 2017, about 0908 Pacific daylight time, an amphibious light sport Icon Aircraft A5, registration N184BA, impacted terrain while maneuvering near Lake Berryessa, California. The commercial pilot and passenger were fatally injured, and the airplane sustained substantial damage. The airplane was registered to a private individual and operated by Icon Aircraft, Inc., Vacaville, California, as a 14 Code of Federal Regulations Part 91 business flight. Visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated from Nut Tree Airport (VCB), Vacaville, California, at 0852.
Representatives from Icon Aircraft reported that the pilot was conducting a new employee familiarization flight with the passenger. A witness on Lake Berryessa near the entrance to Little Portuguese Canyon observed the airplane flying about 30 to 50 ft above the lake at an estimated speed of 30 to 40 mph. The engine was running smoothly, and the airplane was level. The airplane passed northward and entered Little Portuguese Canyon. The witness heard the engine rev up and accelerate hard as the airplane approached the right side of the canyon, apparently attempting to climb out. The airplane climbed to about 100 ft above ground level, then entered a left turn while descending rapidly. The witness stated it appeared the pilot attempted a U-turn just before the airplane flew out of view. Shortly after losing sight, the witness heard the sound of impact.
A second witness, inside a houseboat in a cove adjacent to the accident site, saw the airplane fly low northward but did not see it return. Neither she nor her group heard the impact.
The airplane was equipped with a flight data monitoring device and an engine control unit. Data showed the engine started at 0839:34, and the airplane departed runway 2 at VCB at 0852:00, turning left to a northerly heading. It reached a maximum GPS altitude of about 3,700 ft at 0900:00 and began descending. At 0905:25, it turned west, crossed the shore of Lake Berryessa near Monticello Dam, and continued descending. By 0906:44, it descended to 450 ft GPS altitude and turned north over water. At 0907:30, it entered Little Portuguese Canyon at 450 ft GPS altitude and 54 KIAS. At 0907:50, engine power increased, and the airplane climbed while turning slightly east, then initiated a left turn to the west. It reached a maximum altitude of 506 ft GPS altitude at 0908:03 before descending. It struck terrain at 0908:06 at 470 ft GPS altitude and 66 KIAS. All engine parameters were within normal operating range throughout.
Lake Berryessa is approximately 23 miles long and 3 miles wide. The southern area features coves and canyons with steep rising terrain. Only one entrance exists from the southern area to the larger lake. Little Portuguese Canyon is surrounded by ridges varying between 780 and 1,420 ft msl. The accident site was located 0.35 nm from 1,200-ft-high ridges to the west, 0.36 nm from 1,050-ft-high ridges to the east, and 1.34 nm from 1,200-ft-high ridges to the north. The canyon's width narrowed from about 700 ft at the opening to about 300 ft near the accident site.
Personnel Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine and multiengine land and sea, rotorcraft helicopter, glider, and instrument airplane. He was issued a second-class FAA medical certificate on November 25, 2016, with the limitation that he must wear corrective lenses. At his last medical application, he reported 4,600 hours total flight time, with 14 hours in the previous 6 months. His logbook and company records indicated a total of 4,506 flight hours, including 595 hours in the accident make/model airplane. He logged 23 hours in the 90 days before the accident. His most recent flight review was on April 23, 2016. The passenger held no pilot or medical certificates.
Aircraft Information
The two-seat, high-wing, retractable gear, amphibious light sport airplane, serial number 00007, was manufactured in 2016. It was powered by a 100-horsepower Rotax 912IS Sport engine with a Sensenitch three-blade propeller and equipped with a ballistic recovery parachute. The most recent 100-hour inspection was completed on May 5, 2017, at a Hobbs time of 94.8 hours. Total engine and airframe time since new was 182.7 hours.
According to the Pilot's Operating Handbook, clean configuration stall speed (Vs) was 45 KIAS at idle power, maximum takeoff weight, and flaps not extended. Landing configuration stall speed (Vso) was 39 KIAS at idle power, maximum takeoff weight, and flaps extended to 30°. Best angle of climb speed (Vx) with flaps retracted was 54 KIAS; best rate of climb speed (Vy) was 58 KIAS. At maximum gross weight, stall speeds for flaps retracted at 0°, 30°, 45°, and 60° angle of bank were 45, 48, 54, and 64 KIAS, respectively. The published climb rate at maximum gross weight, flaps retracted, full throttle, 58 KIAS, and 60° OAT was 629 fpm at sea level and 592 fpm at 1,000 ft msl.
Meteorological Information
At 0853, a recorded weather observation at VCB, about 13 miles southeast of the accident site, indicated wind from 030° at 5 knots, visibility 10 statute miles, clear sky, temperature 64°F, dew point 52°F, and an altimeter setting of 29.95 inches of mercury.
Wreckage and Impact Information
The airplane impacted terrain on an approximate 194° heading and came to rest upright in the northern area of Little Portuguese Canyon at about 440 ft msl. All major structural components were located at the site. The fuselage, right wing, and part of the empennage were on a steep embankment; the outboard left wing and left empennage were partially submerged. A large area of freshly disturbed dirt was in front of the right wing. No damage was observed to surrounding vegetation or trees.
Fuselage examination revealed the structure, engine nacelle, and wing center section crushed downward and displaced left. The canopy was displaced adjacent to the wreckage. The forward cockpit area sustained significant impact damage; most of the instrument panel separated. The empennage separated just forward of the vertical stabilizer but remained attached via control cables. The ballistic parachute handle was partially extended with the pin removed; the parachute and rocket were intact and not deployed.
The wreckage was recovered for examination. The roof structure, including wing mounts, was crushed downward, rotated right about 10°, and shifted left. The engine remained attached. The right sea wing was fractured throughout; the left sea wing was partially separated and displaced upward, with one propeller blade embedded in it. Both main landing gears appeared in the up position; wing lock mechanisms were locked.
Rudder control continuity was established from rudder pedals aft to the separated empennage. Aileron control continuity was established from both control sticks to the wing root bell crank (cables continuous). The right aileron bell crank was pulled away from its mount, consistent with impact. Elevator control continuity was established from control sticks to the separated empennage.
The right wing leading edge remained attached to the root. Wing structure aft of the aileron bell crank at the root was separated at a 45° angle extending about 18 inches outboard. The left wing was fractured in half from leading edge at flap/aileron junction outboard to trailing edge. The aileron was separated into two pieces; inboard section remained attached. Flight control continuity was established from the wing root aileron bellcrank to the aileron.
The rudder and elevator remained attached. Control continuity was established from the separation area. Both left and right elevator tips were in the locked position.
The engine was intact and attached. The crankshaft was partially rotated by the propeller, but rotation was limited due to one blade embedded in the left sea wing. The embedded blade exhibited chordwise striations on front and aft sides of the tip.
Medical and Pathological Information
The Napa County Coroner's autopsy report listed the pilot's cause of death as multiple blunt impact injuries, manner of death accident. FAA toxicology tests on pilot specimens were negative for all tests performed.