Amateur-built BUCCANEER II accident near Panacea, Florida, June 13, 1999
On June 13, 1999 at about 6:15 pm local time, a amateur-built BUCCANEER II, registered N618BC, was substantially damaged in an accident near Panacea, Florida (Wakulla County airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The intentional continued operation of the airplane by the pilot-in-command with known deficiencies with the pitot system after takeoff, resulting in erroneous airspeed indications, and inadvertent stall by the pilot resulting in the uncontrolled descent into the water.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 13, 1999 · about 6:15 pm local time
- Place
- Panacea, Florida · Wakulla County · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built BUCCANEER II BUCCANEER
- Registration
- N618BC · registry record · serial B2B-K040
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he previously had a discrepancy with the end of the plastic tubing that connected to the pitot tube. He had cut the damaged end off and reconnected the tubing to the pitot tube and also had replacement tubing in his car but he reported that he 'did not have time to replace it.' The accident flight departed and while flying over the bay, the pilot recognized that the airspeed indication was incorrect based on the power setting and visual clues. He elected to continue the flight and stated that the airplane did not turn with left rudder and slight left aileron. He added full power; the engine responded and he expected to land in the bay to identify the discrepancy with the airspeed indicator. The flight climbed to 100-150 feet above ground level, where while in a climb attitude, he applied right rudder. The airplane then reportedly entered either an accelerated stall or an uncoordinated turn, rolled to the right, pitched nose down, then impacted the water. He further stated that there was no engine or flight control preimpact failure or malfunction.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 16,000 hours in all; 30 in this make and model; 222 in the last 90 days; 70 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 210 hours
- Last inspection: annual inspection, April 1, 1999
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 618 (piston); 0 hours total
The flight
- Departed from: 2J0 at 6:05 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 130° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 10,000 ft
- Temperature: 84°F (29°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 5:56 pm from TLH, 25 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.