History of Flight
On August 20, 2008, at about 0915 Pacific daylight time, a float-equipped Cessna TU206G, registration N818CT, nosed over after touchdown on Cherry Lake near Groveland, California. The pilot/owner operated the airplane under 14 Code of Federal Regulations Part 91. The flight departed Columbia Airport (O22), Columbia, California, at about 0845, destined for Cherry Lake. Visual meteorological conditions prevailed, and no flight plan was filed.
The pilot reported that the flight from Columbia to Cherry Lake was uneventful. Upon arrival, he noted rising terrain and no wind. He set up for a standard approach, reduced airspeed to 90 knots, and input 10 degrees of flaps. He checked that the landing gear lever was in the up position and stated they were headed into the sun. On the base leg, he reduced speed an additional 20 knots and input 30 degrees of flaps. The pilot said that in "the black glass water lost depth perception," and he stopped the descent to head for the shoreline to set up for a "glass water landing." He further reduced airspeed by 35 knots and identified the shoreline. About 25 feet above ground level at 60 knots, he applied the "three P's' pitch-power-patience, procedure for a glass water landing." Upon touchdown, the airplane "skipped" to the right, and he corrected left. The airplane then "flipped and sank inverted."
The pilot reported to the FAA that he made a glassy water approach (power on, minimum sink rate) on a westerly heading. On touchdown, the nose went down, and the airplane became inverted. He stated that he retracted the landing gear after takeoff and verified it was retracted using position lights in the cockpit prior to the accident landing.
Injuries and Damage
The pilot and three passengers received minor injuries. The airplane sustained substantial damage to the left wing.
Post-Accident Findings
Responding rescue personnel noted the airplane upside down in the water about 2 miles from the shoreline. Recovery personnel observed that the flaps were in the full down position, the landing gear was in the down position, and the circuit breakers for the landing gear system and the landing gear advisory system were in the OPEN positions. The landing gear handle was in the UP position.
The airplane was equipped with Wipline 3730 amphibious floats and an electrical/hydraulic actuation system manufactured by Wipaire. The system includes an airspeed actuated landing gear advisory system with an aural warning alarm. An examination of the landing gear system was conducted under FAA supervision, guided by a Wipaire checklist. All items—electrical power, indicator lights, solenoid, pressure switch, electric motor bypass, hydraulic fluid level, and reservoir screen—were checked, and no anomalies were noted. According to the examination, the landing gear system should have functioned normally in either the retracted or extended positions.