Amateur-built Fergy FII B accident near Chipley, Florida, June 12, 2005
On June 12, 2005 at about 2:53 pm local time, a amateur-built Fergy FII B, registered N456MH, was substantially damaged in an accident near Chipley, Florida (Crystal Village Airpark airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The seizing of the rear engine cylinder during takeoff-initial climb, which resulted in a collision with power lines and structural damage to the airplane during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 12, 2005 · about 2:53 pm local time
- Place
- Chipley, Florida · Crystal Village Airpark · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Fergy FII B
- Registration
- N456MH · registry record · serial 00-02-007
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that during the takeoff-initial climb, about 200 feet above ground level, the engine's rpm was "slightly below normal." He confirmed the throttle position, and then initiated a left turn. The rpm began to gradually decrease, and he selected a clearing in an easement for a forced landing next to electrical power lines and trees. The airplane impacted the power lines, struck a tree with the left wing, and impacted the ground nose first. During a postaccident inspection, an FAA inspector established flight control continuity, and conducted an external check of the engine with no discrepancies noted. Fuel was present in the fuel system, and no defects were noted with the fuel system or the fuel. The pilot did a postaccident engine tear down examination. He stated he saw markings on the rear cylinder, consistent with it seizing during operation. The aluminum piston had scoring marks from the top to the bottom of the piston. The cylinder walls had light markings as well. He said he spoke with a Rotax authorized service facility, which informed him of reported cases of seized cylinders for undetermined reasons, and that after the engine cooled, the piston was able to move freely in the cylinder with a normal compression check afterwards.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 653 hours in all; 650 in this make and model; 34 in the last 90 days; 22 in the last 30 days; 653 as pilot in command
- Last flight review: July 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 650 hours
- Last inspection: 100-hour inspection, February 1, 2005; 50 hours since
- Maximum gross weight: 1,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582 (piston); 0 hours total
The flight
- Departed from: 2FL0 Chipley FL at 2:00 pm
- Flight plan: none
- Runway 21, 3,500 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,500 ft; scat at 1,300 ft
- Temperature: 82°F (28°C), dew point 79°F (26°C)
- Altimeter: 29.88 inHg
- Observation at 2:53 pm from PFN, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.