# NTSB CEN14LA504: Saccio Thomas A Seawind 3000, N516SW, Bloomington, IN, September 18, 2014 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: September 18, 2014, 11:45 local (16:45 UTC) - Place: Bloomington, IN - Coordinates: 39.164722, -86.618888 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.1647&lon=-86.6189&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute: Fire/smoke (non-impact)](https://openairdocs.org/ntsb-events/150) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report January 5, 2016 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Lycoming engines, FAA FSDO - NTSB case key (mKey): 90102 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN14LA504 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/90102/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=90102 - Page: https://openairdocs.org/ntsb/CEN14LA504 ## Probable cause An in-flight fire for reasons that could not be determined because the examination of the airplane did not reveal the source of the fire. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Saccio Thomas A SEAWIND 3000, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=05622LJ), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute: Unknown or undetermined](https://openairdocs.org/ntsb-events/000); cases with it: [Saccio Thomas A SEAWIND 3000, 1 case](https://openairdocs.org/ntsb-events/000/sequence.md?model=05622LJ), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) - [Enroute: Fire/smoke (non-impact)](https://openairdocs.org/ntsb-events/150) (defining event); cases with it: [Saccio Thomas A SEAWIND 3000, 1 case](https://openairdocs.org/ntsb-events/150/sequence.md?model=05622LJ), [All aircraft, 504 cases](https://openairdocs.org/ntsb-events/150/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Saccio Thomas A SEAWIND 3000, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=05622LJ), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Post-impact: Fire/smoke (post-impact)](https://openairdocs.org/ntsb-events/170); cases with it: [Saccio Thomas A SEAWIND 3000, 1 case](https://openairdocs.org/ntsb-events/170/sequence.md?model=05622LJ), [All aircraft, 354 cases](https://openairdocs.org/ntsb-events/170/sequence.md) ## Analysis The pilot and one passenger were on a cross-country flight in a single-engine amphibian airplane. The pilot reported to an airport tower air traffic controller that the airplane had a low fuel pressure indication and that he planned to fly directly to the airport. However, the airplane impacted terrain about 3 miles north of the airport. One witness reported seeing the airplane on fire before it crashed. A postcrash fire consumed most of the composite-frame airplane. An examination of the engine's accessories was not performed due to fire and thermal damage. Although the engine sustained fire damage, compression and continuity through the engine drive train was established, and no preimpact abnormalities were noted. A section of an alternator cable and a section of a fuel line that had signatures consistent with fraying and thermal damage, respectively, were examined to determine if chafing and electrical arcing had occurred between them. However, the examined sections exhibited no evidence of chafing and arcing. The accident is consistent with an in-flight fire; however, the source of the fire could not be determined because the examination did not reveal any preimpact abnormities. ## Factual narrative The Seawind is a kit built, composite structure, four seat, amphibian airplane, with a single tail-mounted engine. The airplane was powered by a 300 horsepower (HP) Lycoming IO-540-K1A5 reciprocating engine, which drove a Hartzell, 3 blade, constant speed propeller. A review of Federal Aviation Administration (FAA) records revealed the accident airplane received its special airworthiness certificate in the experimental amateur-built category on September 20, 2007. On September 18, 2014, about 1145 central daylight time, a kit-built Seawind 3000 seaplane, N516SW, impacted terrain near Bloomington, Indiana. The private rated pilot and pilot rated passenger were fatally injured, and the seaplane was destroyed. The seaplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight plan was not filed. The pilot contacted the control tower operator at Monroe Country Airport (KBMG) and reported he had a low fuel pressure indicator problem and they planned to fly directly to the airport. Several witnesses reported seeing the seaplane flying, with one witness noting that the seaplane was on fire prior to the aircraft impacting terrain. The Lawrence County Coroner's Office, Bedford, Indiana, conducted an autopsy on the pilot and pilot rated passenger. The cause of death on both occupants was determined to be injuries sustained in an aircraft crash. The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, conducted toxicologically testing on the on both occupants. The specimens were negative for tested items. TEST and RESEARCH Examination of the airplane was conducted; the fire had destroyed the majority of the airplane. The engine's 3-bladed propeller remained attached to the crankshaft. All three blades exhibited signs of fire/thermal damage, with one blade missing the outboard tip. One blade exhibited slight aft bending, starting about 12 inches from the tip. The engine's fuel servo and fuel pump were destroyed by the fire, and identification part and serial numbers could not be found. The fuel flow divider was dissembled and had suffered thermal damage to the diaphragm. The fuel nozzles and lines to the flow divider were secure. Both magnetos sustained thermal damaged and could not be tested. The sparkplugs were removed and appeared to have normal wear. On the initial attempt to rotate the engine by manually rotating the propeller, the engine would only turn about 100 degrees before binding. The accessory case was removed and a large amount of melted aluminum was found within the gear train consistent with a melted aluminum case of a magneto. The melted aluminum was removed, and the crankshaft was able to rotate. Thumb compression and valve action was confirmed at each cylinder. The rear accessory gears rotated and mechanical continuity was established throughout the engine drive train. Thefire/thermal damage limited a complete examination of the engine; however, based on the limited examination, there was no evidence of pre-impact mechanical malfunctions noted. During the examination, an electrical wire was found within the wreckage that had signatures consistent with fraying and a piece of metal attached. A fuel line was also found in the same area of the electrical wire that had signatures consistent with thermal damage. Both pieces would have been located in the vicinity of the tail and engine nacelle, a confined area of the tail structure near the engine nacelle. Sections of both materials were sent to the NTSB Materials Laboratory in Washington DC for further examination. The purpose of examining sections of the fuel line and electrical wire was to identify a potential source of an in-flight fire. The laboratory investigation consequently tried to find evidence of chafing and electrical arcing between the alternator cable and the fuel line. While the laboratory found some evidence of electrical arcing, the tested section was absent evidence of chafing and arcing between the two. A source of the in-flight fire was not found. At 1153, the automated weather observation facility located at KBMG, reported wind from 110 degrees at 4 knots, visibility 10 miles, a clear sky, temperature 68 Fahrenheit (F), dew point 50 F, and a barometric pressure of 30.09 inches of mercury. The pilot held a private pilot certificate with ratings for airplane single-engine land and sea. He also held instrument-airplane and repairman experimental aircraft builder ratings. The pilot's last class 3 medical exam was conducted on November 21, 2012. At the time of the exam, the pilot reported his flight experience as 765 total flight hours and 20 hours in last six months. The passenger held a private pilot certificate with ratings for airplane single-engine land and sea. The passenger's last class 3 medical exam was conducted on December 12, 2012. At the time of the exam, the passenger reported his flight experience as 3,400 total flight hours and 50 hours in last six months. The seaplane impacted terrain about 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 located along the airplane's flight path; the material pieces had evidence of burn areas, consistent with an in-flight fire. After an initial documentation and examination of the wreckage site, the wreckage was removed for examination at a nearby facility. ## Aircraft - Registration: [N516SW](https://openairdocs.org/deregistered/N516SW-2018-02-28), registration cancelled 2018-02-28, S/N 061, built 2007 (OpenAirDocs) - Reported make and model: SACCIO THOMAS A SEAWIND 3000 - Registry model: [Saccio Thomas A SEAWIND 3000](https://openairdocs.org/model/saccio-thomas-a-seawind-3000) (registry code 05622LJ) (OpenAirDocs) - Registry engine: [Lycoming IO-540-K1A5](https://openairdocs.org/engine/lycoming-io-540-k1a5) (registry code 41663, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 061 - Year built: 2007 - Engines: LYCOMING IO-540-K1A5 300 horsepower reciprocating - Damage: Destroyed - Fire: Both - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Departed: KMSN, Madison, WI - Destination: KBMG, Bloomington, IN - Airport: KBMG, Monroe County Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 72; injuries: fatal; private; airplane ratings: single-engine land, single-engine sea; instrument ratings: airplane; medical: class 3, without waivers/limitations; toxicology performed; flight hours: 765 total ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 68 °F, dew point 50 °F - Altimeter: 30.09 inHg - Observed at: KBMG ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20140918016209A](https://openairdocs.org/incident/20140918016209A), Sep 18, 2014: Saccio Thomas A SEAWIND 3000, Bloomington, IN, Destroyed, 2 fatal. On September 18, 2014, at approximately 1325 eastern daylight time (EDT), N516SW, a seawind 3000 experimental aircraft, crashed while on a visual approach… ## Docket (8 files) The files NTSB released with the investigation on November 30, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=90102. 4.3 MB in all. - News Article - Witnesses (item 1, .PDF, 313 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434345&FileExtension=.PDF&FileName=News%20Article%20-%20Witnesses-Master.PDF - News Article - Pilot Radio Transmission (item 2, .PDF, 141 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434346&FileExtension=.PDF&FileName=News%20Article%20-%20Pilot%20Radio%20Transmission-Master.PDF - Toxicological Report (item 3, .PDF, 58 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434347&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Materials Laboratory Factual Report (item 4, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434348&FileExtension=.PDF&FileName=Materials%20Laboratory%20Factual%20Report-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 5, .PDF, 139 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434349&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Weather Reports and Records (item 6, .PDF, 39 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434350&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Photos (item 7, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434351&FileExtension=.PDF&FileName=Photos%20%20-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 8, .PDF, 102 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40434352&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.