# NTSB MIA02LA078: Ultravia Aero Int' Pelican Club PL, N60980, Crystal River, FL, April 4, 2002 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: April 4, 2002, 09:34 local (14:34 UTC) - Place: Crystal River, FL - Coordinates: 28.866111, -82.557502 - Nearby events: https://openairdocs.org/map.md?lat=28.8661&lon=-82.5575&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report April 23, 2003 - Report: Approved by Office Director - Parties: FAA FSDO, Kodiak Research Ltd. - NTSB case key (mKey): 54468 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA02LA078 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54468/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54468 - Page: https://openairdocs.org/ntsb/MIA02LA078 ## Probable cause The loss of engine power due to undetermined reasons. A factor in the accident was the pilot-in-command misjudging the proper glidepath resulting in the in-flight collision with a tree and subsequent uncontrolled in-flight collision with the ground. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, cruise - normal - reason for occurrence undetermined (cause) - Forced landing, descent - uncontrolled - In flight collision with object, emergency descent/landing - object - tree(s) - proper glidepath - misjudged, pilot in command (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The flight departed with a sufficient quantity of fuel on a flight in which the owner of the airplane was required by his insurance company to fly with a CFI a total of 10 hours. After takeoff with a sufficient quantity of fuel on-board, the proceeded to a nearby area, and during the cruise portion of the flight, a discrepancy with the propeller was noted. The flight then proceeded to return based on the fact that the lesson was over, not based on the propeller problem though it did concern him. While flying at 1,000 feet msl approximately 3.5 to 4.0 miles northeast of the departure airport with one auxiliary fuel pump off and the other on, the engine suddenly quit. The owner placed the throttle control full forward, and he (CFI) advised the owner to maintain best glide airspeed of 75 miles-per-hour and fly towards the runway at Crystal River airport. The auxiliary fuel pump that was off, was turned on, and a radio call was made on the Crystal River Airport UNICOM frequency advising that the flight would be landing runway 27 (opposite the active runway). The engine started and operated for approximately 10 seconds after the throttle was placed in the midrange position, then quit. The engine starter was activated which started the engine only momentarily before quitting again. He couldn't recall if the propeller stopped but did report that the fuel selector and ignition switch were in the "both" position. The owner failed to maintain the best glide airspeed; the airplane was maneuvered towards a nearby golf course. He gave up in attempting to start the engine and advised the owner that he (CFI) had the airplane. He advised the owner to tighten his seatbelt, and lined up to land on a fairway. He reported he "misjudged the glide", and just before touchdown while flying at the best glide airspeed of 75 mph, the right wing of the airplane collided with something. The airplane then pitched nose down and to the right impacting the ground. He reported that he believes that if the right wing had not collided with something, he would have made the fairway. He estimated the total airborne time was 35-40 minutes, and all engine parameters were OK from the beginning of the takeoff where full rpm (5,900) was achieved, up to the point when the engine suddenly quit. There was no warning in his headset when the engine quit, and there was no vibration in the airframe before or after the engine quit. He couldn't recall securing the electrical system before the forced landing on the fairway. He stated that he has experienced fuel starvation in-flight before and feels the total loss of engine power experienced on the accident flight was similar to his previous experience. Initial examination of the engine revealed residual fuel in both carburetor bowls. Impact or missing ignition system, fuel delivery, and propeller system components were replaced for an attempted non-turbocharged engine run. The engine was operated and developed approximately 5,600 rpm, no discrepancies were noted with the cooling, or lubrication systems during the engine run. ## Factual narrative HISTORY OF FLIGHT On April 4, 2002, about 0934 eastern standard time, an amphibious Pelican Club PL airplane, N60980, built by Ultravia Aero International, Inc., and listed with the FAA as "registration pending", experienced an in-flight loss of engine power and was substantially damaged during a forced landing attempt on a fairway of Seven Rivers Golf and Country Club, Inc., Crystal River, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 instructional flight. The airplane was substantially damaged and the certified flight instructor (CFI) and private-rated airplane owner were seriously injured. The flight originated about 0915, from the Crystal River Airport, Crystal River, Florida. The CFI (right seat occupant) stated the insurance company required the owner (left seat occupant) to fly with a CFI for a total of 10 hours; the purpose of the flight was towards accruing the 10 hours. The owner performed the airplane preflight under his supervision, no discrepancies were noted. After the engine was started, no discrepancies were noted during the run-up before takeoff. Shortly after takeoff with a sufficient quantity of fuel on-board, he heard a warning sound in his headset warning of exceeding engine rpm. The airplane owner was warned of that situation. During the cruise portion of the flight a discrepancy with the propeller was noted; the propeller was controlled manually. The flight then proceeded to return, the decision to return was based on the fact that the lesson was over and not on the propeller problem, which did concern him though. When the flight was approximately 3.5 to 4.0 miles northeast of Crystal River while flying over a residential area at 1,000 feet mean sea level (msl), with one auxiliary fuel pump on and the other auxiliary fuel pump off, the engine suddenly quit. The owner placed the throttle control full forward, and he (CFI) advised the owner to maintain best glide airspeed of 75 miles-per-hour and fly towards the runway at Crystal River Airport. The auxiliary fuel pump that was off, was turned on, and a radio call was made on the Crystal River Airport UNICOM frequency advising that the flight would be landing runway 27 (opposite the active runway). The engine started and operated for approximately 10 seconds after the throttle was placed in the midrange position, then quit. The engine starter was activated which started the engine only momentarily before quitting again. He couldn't recall if the propeller stopped but did report that the fuel selector and ignition switch were in the "both" position. The owner failed to maintain the best glide airspeed; the airplane was maneuvered towards a nearby golf course. He gave up in attempting to start the engine and advised the owner that he (CFI) had the airplane. He advised the owner to tighten his seatbelt, and lined up to land on a fairway. He reported he "misjudged the glide", and just before touchdown while flying at the best glide airspeed of 75 mph, the right wing of the airplane collided with something. The airplane then pitched nose down and to the right impacting the ground. He reported that he believes that if the right wing had not collided with something, he would have made the fairway. He estimated the total airborne time was 35-40 minutes, and all engine parameters were OK from the beginning of the takeoff where full rpm (5,900) was achieved, up to the point when the engine suddenly quit. There was no warning in his headset when the engine quit, and there was no vibration in the airframe before or after the engine quit. He couldn't recall securing the electrical system before the forced landing on the fairway. He stated that he has experienced fuel starvation in-flight before and feels the total loss of engine power experienced on the accident flight was similar to his previous experience. According to a person monitoring the UNICOM radio at the Crystal River Airport, a person broadcast "Mayday" three times but did not provide the call sign of the airplane. She responded to the accident site and observed the CFI outside the airplane being attended to by EMS; the owner was still in the airplane. The CFI reported to her that the engine had "...just quit." A copy of the her statement is an attachment to this report. Several witnesses reported seeing the airplane flying low and hearing the crash. One witness reported the engine was running while another witness reported the plane was, "silent except for a 'swoosh' of it." Several witnesses ran to the crash site and helped remove the CFI from the airplane. Copies of the witness statements are an attachment to this report. The FAA inspector-in-charge (FAA-IIC) spoke with the person who called 911 reporting the accident to law enforcement; the person advised him that the airplane flew over the witness's house though the engine was not operating. The airplane cleared trees in the witness's back yard then the airplane pitched nose down and impacted the ground. Both occupants were transported to a hospital for treatment of their injuries. PERSONNEL INFORMATION The right seat occupant is the holder of a commercial pilot certificate with ratings airplane single engine land and sea, instrument airplane. He is also the holder of a CFI certificate with ratings airplane single engine, instrument airplane and was issued a second class medical certificate with the restriction, "must wear corrective lenses." He reported having a total time of approximately 3,278 hours, and a total of 5 hours in the accident make and model airplane. The left seat occupant (airplane owner) is the holder of a private pilot certificate with ratings airplane single engine land and sea. He was issued a third class medical certificate 3 days before the accident with the restriction, "must wear [corrective] lenses and possess glasses for near and [interim] vision." He reported a total time of 360 hours on the application for the last physical examination. The Pilot/Operator Aircraft Accident Report form submitted by the CFI indicated the owner had accumulated a total time of 6.8 hours in the accident make and model airplane. AIRCRAFT INFORMATION The Ultravia Aero International, Inc., Club PL airplane, serial number 661, was manufactured in February 1998, and initially carried a Canadian registration; the airplane was registered with the FAA on May 19, 1999. It was equipped with floats, a constant speed propeller, and a Rotax 914UL engine. It was also equipped with a turbo control unit that records and retains data. On August 1, 1999, a FAA special airworthiness certificate and operating limitations were issued. Review of the airplane maintenance records revealed the airplane was inspected last on February 15, 2002, in accordance with an, "...annual inspection." At the time of the last annual inspection, the fuel pressure regulator was adjusted. The maintenance records also reflect that on March 8, 2002, a used turbo control unit, throttle sensor, and fuel pressure regulator were installed. Additionally, both carburetors were rebuilt. The airplane had accumulated approximately 15 hours since the inspection at the time of the accident. Copies of maintenance records are an attachment to this report. COMMUNICATIONS There were no recorded air traffic control (ATC) communications from the accident airplane with any ATC facility. WRECKAGE AND IMPACT INFORMATION Examination of the accident site by the FAA-IIC revealed that the airplane came to rest inverted on the fairway approximately 75 feet from the initial touchdown point. The crash site when plotted was located approximately .37 nautical mile east-southeast of the approach end of runway 27 at the Crystal River Airport. Examination of the airplane revealed that the forward portion of both pontoons were displaced nearly symmetrical up and aft. The right wing wa ## Aircraft - Registration: [N60980](https://openairdocs.org/deregistered/N60980-2012-08-21), registration cancelled 2012-08-21, S/N 661, built 1998 (OpenAirDocs) - Reported make and model: Ultravia Aero Int', Inc. Pelican Club PL - Registry model: [Ultravia Aero Intl PELICAN CLUB PL](https://openairdocs.org/model/ultravia-aero-intl-pelican-club-pl) (registry code 05607HR) (OpenAirDocs) - Registry engine: [Bombardier ROTAX (ALL)](https://openairdocs.org/engine/bombardier-rotax-all) (registry code 09050, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 661 - Airframe hours: 350 - Engines: Rotax 914UL 100 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Hartmut W. Goethe - Registered owner: "Registration Pending" - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, February 15, 2002, 15 hours before - Departed: CGC, Crystal River, FL - Airport: KCGC, Crystal River Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 58; injuries: serious; flight instructor, commercial; airplane ratings: single-engine land, single-engine sea; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review November 30, 2001; seat: right; flight hours: 3,278 total, 5 in this make and model, 190 in the last 90 days, 65 in the last 30 days, 2 in the last 24 hours - Pilot; injuries: serious ## Weather - Conditions: Visual (VMC), Day - Wind: 320° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 66 °F - Altimeter: 30.12 inHg - Observed at: OCF, 26 nm away ## 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 20020404004929A](https://openairdocs.org/incident/20020404004929A), Apr 4, 2002: Crystal River, FL, No damage. (.19) On April 4, 2002, about 0934 eastern standard time, an amphibous pelican club pl airplane, built by ultravia aero international, inc., N60980, registered… ## Docket (20 files) The files NTSB released with the investigation on March 13, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54468. 7.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 369 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429371&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Supplement E (item 2, .PDF, 129 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175811&FileExtension=.PDF&FileName=Supplement%20E-Redacted.PDF - Witness Statements (item 3, .PDF, 592 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429372&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Reports from Federal Agencies - FAA (item 4, .PDF, 145 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429373&FileExtension=.PDF&FileName=Reports%20from%20Federal%20Agencies%20-%20FAA-Redacted.PDF - Reports from Parties to the Investigation (item 5, .PDF, 23 photos, 282 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175815&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation-Master.PDF - Aircraft Technical Logs (item 6, .PDF, 707 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429374&FileExtension=.PDF&FileName=Aircraft%20Technical%20Logs-Redacted.PDF - Invoices from Lockwood Aviation Repair, Inc. (item 7, .PDF, 83 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175817&FileExtension=.PDF&FileName=Invoices%20from%20Lockwood%20Aviation%20Repair,%20Inc.-Redacted.PDF - Operating Limitations (item 8, .PDF, 91 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429375&FileExtension=.PDF&FileName=Operating%20Limitations-Redacted.PDF - Downloaded data from turbo control unit (item 9, .PDF, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175820&FileExtension=.PDF&FileName=Downloaded%20data%20from%20turbo%20control%20unit-Master.PDF - Excerpts from Operator's Manual for Rotax 914UL engine (item 10, .PDF, 157 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175821&FileExtension=.PDF&FileName=Excerpts%20from%20Operator%27s%20Manual%20for%20Rotax%20914UL%20engine-Master.PDF - Record of Conversation - Joseph G. Murray (item 11, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429376&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20Joseph%20G.%20Murray-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 12, .PDF, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429377&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 13, .PDF, 121 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429378&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Photo 1- Digital photograph provided by FAA. View of the accident site looking towards the initial touchdown point. (item 14, .PDF, 747 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175825&FileExtension=.PDF&FileName=Photo%201-%20%20Digital%20photograph%20provided%20by%20FAA.%20%20View%20of%20the%20accident%20site%20looking%20towards%20the%20initial%20touchdown%20point.-Master.PDF - Photo 2- Digital photograph provided by FAA. View looking from the initial impact point. (item 15, .PDF, 734 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175826&FileExtension=.PDF&FileName=Photo%202-%20%20Digital%20photograph%20provided%20by%20FAA.%20%20View%20looking%20from%20the%20initial%20impact%20point.-Master.PDF - Photo 3- Digital photograph provided by FAA. Another view looking from the initial impact point. (item 16, .PDF, 720 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175827&FileExtension=.PDF&FileName=Photo%203-%20%20Digital%20photograph%20provided%20by%20FAA.%20%20Another%20view%20looking%20from%20the%20initial%20impact%20point.-Master.PDF - Photo 4- Digital photograph provided by FAA. View of the airplane at the accident site. (item 17, .PDF, 675 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175828&FileExtension=.PDF&FileName=Photo%204-%20%20Digital%20photograph%20provided%20by%20FAA.%20%20View%20of%20the%20airplane%20at%20the%20accident%20site.-Master.PDF - Photo 5- Digital photograph provided by FAA. View of the airplane at the accident site. (item 18, .PDF, 729 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175829&FileExtension=.PDF&FileName=Photo%205-%20%20Digital%20photograph%20provided%20by%20FAA.%20%20View%20of%20the%20airplane%20at%20the%20accident%20site.-Master.PDF - Photo 6- Digital photograph provided by FAA. View of the airplane at the accident site. (item 19, .PDF, 706 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175830&FileExtension=.PDF&FileName=Photo%206-%20%20Digital%20photograph%20provided%20by%20FAA.%20%20View%20of%20the%20airplane%20at%20the%20accident%20site.-Master.PDF - Photo 7- Digital photograph provided by FAA. View of the airplane at the accident site. Note the separated engine assembly. (item 20, .PDF, 704 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40175831&FileExtension=.PDF&FileName=Photo%207-%20%20Digital%20photograph%20provided%20by%20FAA.%20%20View%20of%20the%20airplane%20at%20the%20accident%20site.%20%20Note%20the%20separated%20engine%20assembly.-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.