MIA96FA185

The passenger stated the pilot descended the aircraft toward the water, then entered a steep climb. The passenger then noticed the aircraft was descending in a near vertical descent toward the water, where it crashed. Witnesses observed the aircraft descending toward the water, then pull up into a steep climb. After reaching about 200 feet, the right wing and nose dropped, and the aircraft descended nose first until impact with the water. Other witnesses had observed the aircraft in wing-over maneuvers at a low altitude over the water on the day before. Friends of the passenger, who flew with the pilot the day before, stated he had been performing wing-over maneuvers close to the water. At the time of the accident, the aircraft was estimated to be 97 pounds over the maximum allowable gross weight. Postcrash examination of the aircraft showed no evidence pre-crash failure or malfunction of the aircraft structure, floats, flight controls, or engine.

History of flight

On July 15, 1996, about 1815 central daylight time, a Champion Aeronca 7GCB, N9908Y, registered to a private individual, crashed into Weeks Bay, Fairhope, Alabama, while on a 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft received substantial damage and the commercial-rated pilot was fatally injured. The sole passenger received serious injuries. The flight originated from Weeks Bay, about 2 minutes before the accident.

The passenger stated they had stopped at a marina and the pilot had added fuel, topping off the tanks. This he believes based on the amount of fuel taken. They pushed away from the dock and had a problem with the engine starter. The pilot had a person at the dock turn the engine through using the propeller. The pilot then engaged the starter and the engine started. They taxied east out of the marina and then took off across Weeks Bay to the southwest. After lifting off the water and climbed up a little, the pilot asked if he was "ready to go up", and he replied yes. The pilot pushed the nose of the aircraft down and the aircraft descended, picking up speed. The pilot then pulled up in a "pretty steep" climb and he was pushed down in his seat. He heard the pilot say something and noticed the nose of the aircraft was now pointing straight down and he could see the grassy marsh in front of them. He does not remember anything after this until waking up in the hospital about two weeks later.

Witnesses observed the aircraft flying low over Weeks Bay. The aircraft made a diving pass at the water and then enter a steep climb. Upon reaching an altitude of about 200 feet above the water, the aircraft's right wing and nose dropped and the aircraft descended toward the water nose first. The aircraft crashed into the water nose first and came to rest with the tail sticking out of the water vertically.

Another witness reported that about 1900 on July 14, 1996, he observed a dark colored seaplane near Pelican Point. The aircraft was flying at sea level and then pulled up into a steep climb, reaching an altitude of 200 to 300 feet. The aircraft then banked to the left and descended back to sea level. It flew at sea level for a short time and then pulled straight up again, bank and descend to the water. N9908Y is dark green in color. The passenger stated that his friends that flew with the pilot in N9908Y on July 14, 1996, stated to him that they had performed wing over maneuvers close to the water.

Personnel information

Information on the pilot is contained in this report under first pilot information and in attachments to this report.

Aircraft information

Information on the aircraft is contained in this report under aircraft information and in logbook pages attached to this report.

Weight and balance information

Weight and balance records showed the aircraft had an empty weight of 1,251 pounds when on floats. Using this weight, the aircraft was estimated to weigh 1,829 pounds at the time of the accident and the center of gravity was estimated to be 18.3 inches aft of the datum. The maximum allowable gross weight of the aircraft on floats is 1,732 pounds. The allowable center of gravity range at this weight is 16.2 to 19.2. For additional weight and balance information see supplement A and aircraft logbook records attached to this report.

Meteorological information

Visual meteorological conditions prevailed at the time of the accident. Additional meteorological information is contained in this report under weather information.

Wreckage and impact information

The aircraft crashed in Weeks Bay, near Fairhope, Alabama. The aircraft crashed while at a slow speed, in a nose down, near vertical descent, and came to rest in about 3 feet of water with the tail sticking upward vertically. The water line was just forward of the trailing edge of the wing.

Postcrash examination of the aircraft, after recovery from the water, showed all components necessary for flight were still attached to the aircraft. Both wing leading edges were crushed aft. The nose of the right float was bent upward and the nose of the left float was bent downward. There was no evidence of damage to the floats which would have cause leakage of water into the floats prior to the accident. Continuity of all flight control cables was established. The flap control handle and flap linkages were found in the flaps full extended position. After recovery the elevator trim was found set in the full aircraft nose up position or tab 44 degrees down. Photographs of the aircraft prior to recovery from the bay show the elevator trim tab set to a slight aircraft nose up or trim tab down position, the degrees unknown.

Examination of the aircraft fuel system showed that all fuel and vent lines were free of obstruction. The fuel valve handle in the forward cockpit had sustained impact damage and was found in the off position. The fuel valve was found in the on position. The engine magneto switch located adjacent to the fuel valve handle had also sustained impact damage and it was found on the left magneto position.

Examination of the engine showed the air inlet, carburetor venturi, and cylinders contained mud and water after recovery. The air filter was in place and had sustained impact damage. The engine rotated and continuity was established with the crankshaft, camshaft, valve train, pistons, and accessory drive gears. Each cylinder produced normal compression after removal of the mud. The carburetor mixture control linkage was pulled loose from impact forces. All passages within the carburetor were free of obstructions and the float operated normally. After removal of mud from the spark plugs, each plug showed deposit color consistent with normal engine operation. Each magneto was contaminated with mud and water and would not spark. After removal of the mud and water and drying the internal components of each magneto, each magneto operated normal and sparked when turned by hand. Examination of the propeller showed 1 propeller blade had chordwise scratches on the face consistent with rotation at the time it impacted with the bottom of the bay. Neither of the blades had significant bending damage. MEDICAL AND PATHOLOGICAL INFORMATION.

Postmortem examination of the pilot was performed by Leroy Riddick, M.D., State Medical Examiner, Mobile, Alabama. The cause of death was reported as blunt force injuries to head and drowning. No findings which could be considered casual to the accident were reported.

Postmortem toxicology studies on specimens obtained from the pilot were performed by Matthew T. Barnhill, Ph. D., Department of Forensic Sciences, Mobile, Alabama and Dennis V. Canfield, Ph. D., Manager Toxicology Laboratory, Federal Aviation Administration, Oklahoma City, Oklahoma. The tests were negative for carbon monoxide, cyanide, ethanol alcohol, basic, acidic, and neutral drugs. The tests were positive for 11.700 ug/ml salicylate.

Postaccident toxicology studies on specimens obtained from the passenger were performed by the University of South Alabama Medical Center and Dennis V. Canfield, Ph. D., FAA, Oklahoma City, Oklahoma. The tests were negative for ethanol alcohol, basic, acidic, and neutral drugs.

For additional medical and pathological information see supplement K and the toxicology reports attached to this report.

Additional information

The aircraft wreckage was released by NTSB on July 16, 1996, to Mr. Harry Brooks, Brooks and Carson, Atlanta, Georgia.