DFW06FA140

The aircraft crashed into a lake after entering a spin. The 48-hour private pilot and pilot rated passenger were observed "buzzing" a campground and performing wingover-type maneuvers while at a low altitude. The airplane was also observed to dip its main tires into the lake during several passes and at times appeared "to be almost hovering" into the wind. Several witnesses observed the single-engine tail wheel equipped airplane continued to maneuver in the vicinity of the campground for approximately 15 to 20 minutes. On the airplane's last pass near the campground, the airplane was observed to climb steeply to an altitude of approximately 500 to 700 feet above ground level (agl) before it entered a right spin and began a rapid descent in a nose low attitude. The airplane spun approximately three turns before impacting the surface of a lake. The wreckage came to rest about 20-feet below the lake's surface and approximately 500-feet east of the shore of the campground. The wreckage of the airplane was floated to the lake's surface and then pulled on shore by rescue personnel. The investigation revealed that the airplane had accumulated a total of 405 hours since new. Flight control continuity was established and no pre-impact anomalies were noted with the airframe or the engine that could have prevented normal operation. The pilot and passenger tested positive for ethanol; however, according to the FAA's Forensic Toxicology Research Team Lead, it was not possible to discern what amount of ethanol came from consumption and what came from postmortem ethanol production.

History of flight

On May 26, 2006, about 2005 central daylight time, a single-engine Aviat A-1B airplane, N166MA, was substantially damaged following a loss of control while maneuvering at a low altitude near Edna, Texas. The private pilot and the pilot rated passenger were fatally injured. The airplane was registered to Flying Farm Boys, Inc., and was being operated by the pilot. Visual meteorological conditions prevailed and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight originated from a private airstrip near La Ward, Texas, at approximately 1925.

The NTSB investigator-in-charge (IIC) interviewed three eye witnesses.

The first eyewitness was located at the Brackenridge Plantation Campground when she first observed the airplane 'buzzing" the treetops above her location. The witness added that the airplane continued to "buzz" back and forth above the treetops while someone hollered from the airplane on each pass. The witness recorded the registration number (N-Number) from the airplane with the intentions of reporting the low flying airplane to local authorities. According to the witness, the airplane then flew northeast out over the lake and turned into the wind, and appeared "to be almost hovering."

The witness added that the airplane then descended just above the water and appeared to dip its main tires into the water several times as it flew in a southerly direction. The airplane then turned around and flew "very low" back to the north "before pulling nearly straight-up." The airplane ascended for a short time before the nose dropped and the airplane started descending and spinning in a clockwise direction. The airplane completed about three and a half turns before impacting the water in a nose-low attitude. The witness further reported that she heard "no stalling out of the engine" and "no unusual engine sounds" before the airplane impacted the water.

A second witness was inside his motor home when he first heard an airplane "buzz" the treetops. After stepping outside, the witness repeatedly observed the accident airplane "buzz about ten to fifteen feet" above the treetops. The witness reported that at the conclusion of each pass, the pilot would perform a maneuver that resembled a "crop duster returning for another pass." According to the witness, at one point the airplane turned into the wind and appeared to be "sitting still and moving sideways."

The witness added that as the pilot was turning to make, what he assumed was another pass, the airplane began to spiral downward in a clockwise direction. The witness further stated that before impact the engine sounded "wide open." After the impact the witness rode out to the accident site on a watercraft and attempted, along with another individual, to dive down to the airplane. He reported that their rescue attempts were stopped after they received chemical burns from the airplane fuel in the water.

A third witness, who reported being a pilot, was inside his house, located approximately three fourths of a mile west of the campground, when he heard an airplane fly low over his farm. Once outside he observed the accident airplane "buzzing" the campground and "performing wingover type maneuvers." The witness stated that on the airplane's last pass near the campground, he observed the airplane climb steeply to an altitude of approximately 500-700 feet above ground level (agl), start a roll to the left, and then enter a spin to the right. After approximately three spins, the airplane disappeared from his view. The witness estimated that the airplane was in the vicinity of the campground performing low maneuvers for approximately 15 to 20 minutes.

Personnel information

The pilot held a private pilot certificate with ratings for airplane single-engine land. His last Federal Aviation Administration (FAA) second-class medical was issued on January 26, 2004, with the limitation of "NOT VALID FOR NIGHT FLYING OR BY COLOR SIGNAL CONTROL."

No personal flight records were located for the pilot and the aeronautical experience listed in this report was obtained from a review of the airmen FAA records on file in the Airman and Medical Records Center located in Oklahoma City. These records indicated that as of a medical examination on January 26, 2004, the pilot reported having accumulated a total of 48-hours.

The passenger held a private pilot certificate with ratings for airplane single-engine land. His last Federal Aviation Administration (FAA) second-class medical was issued on February 2, 2006, with no limitations. No personal flight records were located for the passenger and the aeronautical experience listed in this report was obtained from a review of the airmen FAA records on file in the Airman and Medical Records Center located in Oklahoma City. These records indicated that as of the time of his last medical examination on February 2, 2006, the passenger reported having accumulated a total of 900-hours with 60-hours in the previous 6 months.

Aircraft information

The 2003-model Aviat Aircraft Inc. A-1B, serial number 2235, was a high wing, fabric covered airplane, with conventional landing gear, and was configured for two occupants in a tandem arrangement. The airplane was equipped with dual controls and could be operated from either seat. The airplane was powered by a direct drive, horizontally opposed, carbureted, air-cooled, normally aspirated, four-cylinder engine. The engine was a Lycoming O-360-A1P, serial number L-39151-36A, rated at 180 horsepower, and was driving a two-bladed constant speed Hartzell propeller.

According to the airframe and engine logbooks, the airplane's most recent annual inspection was completed on June 5, 2005, with an airframe and engine total time of 275 hours. At the time of the accident, the airframe and engine had accumulated approximately 405 hours since new, with 130 hours since the last inspection.

Meteorological information

At 1951, the weather observation facility at Victoria Regional Airport (VCT), near Victoria, Texas, located 24-nautical miles southwest from the accident site, was reporting the wind from 150 degrees at 14 knots, visibility 10 statute miles, few clouds at 2,900 feet, temperature 82 degrees Fahrenheit, dew point 69 degrees Fahrenheit, and a barometric pressure setting of 29.80 inches of Mercury.

Wreckage and impact information

The wreckage of the single-engine airplane came to rest in about 20-feet of water on Lake Texoma, approximately 500 feet east of the shoreline at the Brackenridge Plantation Campground. The Global Positioning System (GPS) coordinates recorded at the shoreline adjacent to the accident site were 28 degrees 56.50 minutes North latitude and 096 degrees 32.22 minutes West longitude, at a field elevation of approximately 51-feet mean sea level (msl). During the recovery, the wreckage of the airplane was floated to the lake's surface and then pulled on shore. All major components of the airplane were accounted for.

The initial on site documentation of the wreckage was conducted by investigators from the National Transportation Safety Board (NTSB) and the Federal Aviation Administration (FAA). The airplane was then recovered to the Jackson County Airport (26R), near Edna, Texas, for further examination.

The fuselage was found separated in two sections near the area of the instrument panel. The forward section consisted of the instrument panel, forward rudder pedals, firewall, and engine. The aft section consisted of the cabin and remaining fuselage.

The throttle was found in the near closed position. The engine mixture and propeller control knobs were found in the full-forward position. The fuel selector was found in the "ON" position. The elevator trim indicator was found in the full nose-up position. The left rear rudder pedal was found fractured. The f