N8ZTAviat PITTS S-2B · 1993

On January 30, 2025, at 1034 eastern standard time, an Aviat Inc Pitts S-2B, N8ZT, was substantially damaged when it was involved in an accident near Fellsmere, Florida. The private pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Preliminary ADS-B data revealed that the airplane departed Vero Beach Regional Airport (VRB) about 1000, flew eastbound for about three minutes, and climbed to about 3,000 ft before turning north and flying along the shoreline. While transitioning along the beach, the airplane descended to and maintained cruise flight between 300 ft and 600 ft, before it completed a 180° left turn over the beach and proceeded approximately southbound over the Indian River about 500 ft.

About 1013, the airplane performed a rapid climb to about 1,200 ft, then turned right and maneuvered over two golf courses at low altitude before heading further westbound and maneuvering through a wide, 180° turn back to an approximate heading for VRB. About 8 miles west of VRB, the airplane was about 2,400 ft when it entered and completed four 360-degree turns to the right. The airplane was about 2,200 ft when it turned sharply left to the northeast and continued in a descent until it was aligned with the runway 12 extended centerline at VRB. During the final minute of flight, the airplane continued to descend as it turned sharply south, back to the north, and then westbound before the flight track data ended in the immediate vicinity of the accident site (see figure 1).

Figure 1. Preliminary ADS-B flight track data for the accident flight.

In an interview with a Federal Aviation Administration (FAA) aviation safety inspector, a witness described the accident airplane flying west to east when he heard the engine “sputter” and watched the airplane climb and “rock his wings.” Later, the engine “sputtered and stopped” before the airplane “angled nose down” and impacted the ground. The witness said there was no fire, and he called 911 as he responded to the airplane to assist the pilot.

The pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued January 29, 2025. The first entry in the pilot’s logbook was dated October 28, 2017, where he carried forward 1,415 total hours of flight experience from a previous logbook that was not recovered. All of the time carried forward and all of the entries were in the accident airplane make and model. The most recent entry was June 26, 2024, at which time the pilot logged 1,722.7 total hours of flight experience.

The airplane was manufactured in 1993 and was powered by a Lycoming AEIO-540-D4A5 260-horsepower engine. The airplane was equipped with a 24-gallon main fuel tank (23 gallons of which was useable) and a 5-gallon auxiliary fuel tank (5 gallons of which was useable). The airplane’s most recent annual inspection was completed May 27, 2024, at 1,725.3 total aircraft hours. The tachometer showed 1,761.3 total aircraft hours at the accident site.

A cursory examination of the airplane at the scene revealed no fuel, no odor of fuel, and no evidence of fuel spillage. The fuel boost pump switch was found in the “on” position. The airplane was photographed and then recovered to a secure facility and examined by an NTSB air safety investigator.

The examination revealed control continuity from the cockpit to all flight control surfaces. The engine crankshaft was rotated by hand at the propeller hub and continuity was confirmed from the powertrain through the valvetrain to the accessory section. Compression was confirmed on each cylinder using the thumb method. Each magneto produced spark at all terminal towers when rotated by electric drill. The electric fuel pump contained only trace amounts of fuel and functioned when energized. The mechanical fuel pump contained only trace amounts of fuel and functioned when actuated by hand. The fuel manifold contained no fuel.

According to two employees of the fixed base operator (FBO) where the pilot was a regular customer, on the day of the accident, the pilot taxied the airplane to the self-service fuel pump, which was in use by another customer. The accident pilot then taxied away, without making a fuel purchase, before departing on the accident flight. According to the FBO manager, the pilot’s most recent fuel purchase was on January 4, 2025, for 12.4 gallons. He said the normal convention was for the pilot to fill the main tank “only” and “leave the upper tank empty” unless departing on an “extended” flight.

Preliminary ADS-B data revealed the total estimated flight time over 4 flights since the most recent fuel purchase was 1.6 hours, which did not account for engine start, run-up, taxi, and takeoff times for each of the four flights.

Fuel consumption rates provided in the airplane flight manual indicated that, when adjusted for best power at an altitude of 2,000 ft and rpm/manifold pressure settings of 2,700 rpm and 27 inches, respectively, the engine would consume about 21 gallons of fuel per hour. At 2,000 ft, 2,600 rpm, and 27 inches manifold pressure, the fuel consumption rate was about 18.7 gallons per hour.

On October 29, 2010, about 1430 eastern daylight time, a Cirrus SR22, N876CP, was substantially damaged when it was struck by a taxiing Aviat Inc. Pitts S-2B, N8ZT, at Hilton Head Airport (HXD), Hilton Head Island, South Carolina. The certificated commercial pilot and two passengers of the Cirrus, and the certificated private pilot of the Pitts, were not injured. Visual meteorological conditions prevailed at the time of the accident. Neither the Cirrus pilot nor the Pitts pilot had filed flight plans for the personal flights, which were conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to the pilot of the Pitts, he was taxiing south to runway 03 and "the ability to S turn during taxi is limited" due to the narrow taxiway. As he began turning his airplane to the right, toward the runway, the propeller impacted the right wing of the Cirrus. The pilot stated that he "did not see the Cirrus before the impact." Following the collision, the engine experienced a "sudden stop" and the pilot exited the airplane without incident.

According to the pilot of the Cirrus, he was cleared to taxi to runway 03. While holding short of the runway, he conducted an engine run-up and the before takeoff checklist. As he was completing the checklist, he heard one passenger yell "he's going to hit us." The pilot turned to look over his right shoulder as the propeller of the Pitts struck the right wing of the Cirrus.

After the airplanes were towed to the ramp area of the airport, they were examined by a Federal Aviation Administration (FAA) inspector. Examination revealed that the propeller of the Pitts had struck the right outboard section of wing spar of the Cirrus, resulting in substantial damage to the Cirrus. According to the FAA, control continuity was confirmed throughout both airplanes and there were no brake anomalies.

According to FAA records, the pilot of the Pitts held a private pilot certificate with a rating for single-engine land. He noted that his total flight experience was approximately 2,200 hours; of which, about 940 hours were in the same make and model as the accident airplane. His most recent FAA third-class medical certificate was issued in June, 2009.

According to FAA records, the pilot of the Cirrus held a commercial pilot certificate with ratings for single-engine land, multiengine land, and instrument airplane. In addition, he held a flight instructor certificate for airplane single-engine, multiengine, and instrument airplane. He noted that his total flight experience was approximately 2,700 hours; of which, 1,465 were in the same make and model as the accident airplane. His most recent FAA first-class medical certificate was issued in August, 2010.

FAA records indicated that the Pitts was manufactured in 1993, and its registration certificate was issued in 1994. The airplane was a two-place, single-engine, cantilever biplane that was equipped with tailwheel-type landing gear. According to the owner, the airplane had accumulated approximately 943 total hours and the last annual inspection was on July 1, 2010.

FAA records indicated that the Cirrus was manufactured in 2008, and its registration certificate was issued in 2008. It was equipped with a 310 horsepower, Teledyne-Continental Motors IO-550 series engine. The airplane was a four-place, low-wing, single-engine, cantilever monoplane with fixed tricycle landing gear. According to the pilot, the airplane had accumulated approximately 510 total hours and the last annual inspection was on September 24, 2010.

Weather conditions reported at HXD, at 1350, included winds from 350 degrees at 9 knots, gusting to 16 knots, 10 statute miles visibility, clear skies, temperature 21 degrees C, dewpoint 7 degrees C, and an altimeter setting of 30.13 inches of mercury.