On February 11, 1999, about 1610 eastern standard time, an experimental Wolf Seawind 3000, N76SW, registered to Visions Unlimited, LLC., operating as a Title 14 CFR Part 91 personal flight, crashed in the vicinity of Bradenton, Florida. Visual meteorological conditions prevailed and no flight plan was filed. The amphibian aircraft was substantially damaged and the commercial-rated pilot sustained minor injuries. The flight was originating from Sarasota/Bradenton International Airport at the time of the accident. According to FAA Sarasota/Bradenton Control Tower (SRQ) personnel, N76SW departed about 1605, for Charleston Executive Airport, South Carolina, requesting flight following, and had just been handed off to FAA Tampa Approach Control Radar when the accident occurred. According to the Manatee County Sheriff's Department, an eyewitness observed smoke streaming from the engine just before the crash. A stream of engine oil from the engine cowling to the tail was found on the wreckage by sheriff's department personnel. According to the pilot, as he was departing SRQ and completing his turn on course to Charleston, South Carolina, at an altitude of about 400 feet agl, and an indicated airspeed of 110 mph, he began to lose engine power. He initially turned the amphibian toward a lake, but realized his only option was a golf course. During his emergency landing approach, he had to quickly change his planned point of touchdown due to the emergence of golfers into his view, and made a hard touchdown with gear and flaps up. The airplane came to rest against the side of a model home on the golf course, sustaining damage to the hull and wings. Subsequent disassembly examination of the engine by FAA inspectors revealed that the engine sustained catastrophic internal failure. Very little lubricating oil was found in the crankcase, and the source of overboard leakage appeared to be from the crankshaft nose seal found dislodged from its seat. The No. 2 piston was found burned in the area of the oil control ring land. The burned area measured about 1 inch in diameter, was burned completely through, and extended to the top of the piston. The No. 2 connecting rod was loose on the crankshaft journal and removal revealed a severely burned and worn bearing and journal. The other journals also showed overheat evidence. The crankcase contained an amount of pelletized metal pieces and flakes. The No. 1 fuel injector was found partially clogged and the No. 2 spark plugs were oil-fouled. Postaccident, No. 2 piston oil control ring to oil control ring land gap measurements could not be determined because of damage, however, according to the FAA inspector, the location of the piston burn area, burn marks on the cylinder wall, and oil-fouled spark plugs indicated that piston oil control ring gap was excessive and combustion chamber to crankcase blow-by was occurring. The engine had undergone a field overhaul on February 18, 1994, and had 330 hours on the engine since that time. New pistons, piston rings, bearings, and exhaust valves were installed at that time.