20120428008059A

An experimental aircraft operator and sole occupant from flagler airport was operating in the Merritt Island/ cape Canaveral area taking pictures, while flying at an altitude of approximately 100 feet AGL,with an airspeed of about 70 mph, heading in a westerly direction. The pilot escaped uninjured and alleges he lost elevator continuity forward & back and felt as though it was binding. Therefore, could not pull the aircraft up before impacting the water maintaining a wing level attitude. The pilot also stated he did not encounter any other control issues and the engine appeared to operating normally. The aircraft submerged into the fishing channel within a few minutes. Since the date of the incident, the aircraft could not be located. The aircraft maintenance log books cannot be reviewed and to date are presumed lost. Recovery was accomplished by air-n-sea recovery out of ft. pierce, with the assistance of divers associated with blue point marine. Witness's stated the aircraft although 3 miles offshore was operating at an estimated altitude of 12-15 feet above the surface, contrary to the pilot statement. The search for the aircraft resumed the next day with unsuccessful results. The aircraft was finally recovered and transported by barge on 05/09/2012. During my initial cursory inspection found the aircraft had extensive corrosion already setting in whereas,my intent was to establish flight control continuity. This deemed difficult due to sand & mud deposits in and around the pedals,the connecting rods,bellcranks and push/pull tubes,as well the extenuating damage in the tail surface area caused when lifting the aircraft from the ocean floor. The salvage company was to prep the aircraft for inspection upon transfer. During my inspection to obtain continuity I examined the entire system in which is nothing more than a series of push/pull tubes,lift struts,three bellcranks and for the flaperons considered a mixer assembly. As stated,in the loss of elevator control, the system a single push/pull tube attached to a control column, then to an idler bellcrank, from there another push/pull tube and approximately mid way was an elevator tube bearing in between the mid fuselage tube before connecting to the control horn. Given the length of time the aircraft was exposed to saltwater,prior damage to the bearing could not be substantiated. However the freedom of movement in the fwd & aft direction was acceptable without restriction. Although not reported we did find a loss in rudder continuity and cannot establish if directly related to the impact. The aircraft equipped with rudder trim,was also questionable as to why it was trimmed full right. The pedals also non-related were restricted within movement. The flaperons had freedom of movement but,they were separated at the seam,as the pilot stated earlier they were operating normal. Final inspection when removing the stick boots,found a leather glove and a 6-7 inch plastic alligator clip just behind the pilot's control stick. It appears they may have been previously used and left without noticed and could be a contributing factor to the stick binding initially. These items along with the camera equipment installed and other miscellaneous equipment brought on board by the operator,all this stored on and around the seat area together may have inhibited full travel of the control stick,since the dual stick aircraft solely relies on a single torque tube or control column assembly,in which ties both control sticks together without the ability to lock one out.