Amateur-built AVID AMPHIBIAN accident near Fredericksburg, Virginia, June 22, 2000
On June 22, 2000 at about 7:30 pm local time, a amateur-built AVID AMPHIBIAN, registered N61HS, was substantially damaged in an accident near Fredericksburg, Virginia (Shannon airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A failure of the propeller reduction gear assembly for undetermined reasons, which resulted in a loss of thrust.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 22, 2000 · about 7:30 pm local time
- Place
- Fredericksburg, Virginia · Shannon · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built AVID AMPHIBIAN AVID AMPHI
- Registration
- N61HS · registry record · serial 115A
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot adjusted the homebuilt airplane's propeller pitch and after a normal ground run-up he departed for a test flight. He stated that the takeoff was normal and the engine sounded 'smooth.' After reaching an altitude of about 300 to 400 feet (agl), the airplane experienced a sharp reduction in power. The RPM dropped from 6,600 to 5,700; however, the engine sound remained constant. The pilot retarded the throttle and then advanced the throttle forward. The engine RPM increased momentarily then dropped to about 5,000 RPM. The pilot was unable to maintain altitude and performed a forced landing to a cornfield. Examination of the airplane did not revealed any catastrophic airframe or engine malfunctions. Additionally, the airplane's engine ran smoothly during a post accident test run performed by the pilot; however, examination of the propeller reduction gearbox revealed that the steel cage of the sprague clutch bearing was 'cracked and partially disintegrated.'
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,015 hours in all; 271 in this make and model; 5 in the last 90 days; 2 in the last 30 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 271 hours
- Last inspection: annual inspection, September 23, 1999; 29 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: retractable
- Engine: Arrow GT-1000 (piston); 0 hours total
The flight
- Departed from: EZF at 7:30 pm
- Flight plan: none
- Runway 24, 2,910 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 7,500 ft; not recorded
- Temperature: 72°F (22°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 7:38 pm from EZF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.