History of Flight
On July 24, 2010, about 1035 central daylight time, a Cessna 180J single-engine airplane, N7812K, was substantially damaged during a water landing in the vicinity of Davant, Louisiana. The pilot receiving instruction was fatally injured and the certified flight instructor (CFI) was not injured. The airplane was registered to Southern Aviation, LLC and operated under 14 Code of Federal Regulations Part 91 as an instructional flight. Day visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated about 1020 from Southern Seaplane Airport (65LA), Belle Chase, Louisiana.
Radar data from New Orleans Approach Control showed the airplane departed 65LA, flew southbound at altitudes between 1,000 and 1,600 feet msl, then began a descent and left turn. The last radar return was at 10:34:44 at 300 feet msl, west of the accident location.
The CFI, seated in the right seat, stated that neither he nor the pilot receiving instruction were using shoulder harnesses because they restricted motion. The pilot was flying and making a straight-in water landing to a bayou estimated to be 150 feet wide. The CFI reported that the approach seemed normal. Upon touchdown, the nose appeared slightly forward or flat. The airplane decelerated rapidly, and the CFI applied corrective back pressure on the yoke. The aircraft then began to flip over slowly. The CFI noted that neither pilot used gentle back pressure on the elevator to compensate for nose drop or closed the throttle when on the water to maintain touchdown attitude until the airplane came off the step.
After coming to rest inverted and partially submerged, the CFI exited through the right cabin door. The pilot did not exit. The CFI flagged down two fishermen in a boat, who after several attempts pulled the non-responsive pilot from the airplane after an estimated 5 to 10 minutes in the water. The fisherman reported the pilot’s seatbelt was already unfastened.
Personnel Information
The 39-year-old pilot receiving instruction for a seaplane add-on rating held an ATP certificate with rotorcraft-helicopter and instrument privileges, commercial pilot privileges for airplane single and multiengine land, and a CFI certificate. He had 3,800 total flight hours, over 3,400 in helicopters. His seaplane experience consisted of 2.9 hours of instruction in a Super Cub and 15 minutes in the accident airplane. He held a first-class medical certificate issued February 2, 2009, without limitations.
The 56-year-old CFI held an ATP certificate with airplane single-engine land, single-engine sea, multiengine land, and instrument airplane ratings, and a CFI certificate. He reported 18,663 total flight hours, with over 3,000 hours in the same make and model. He held a first-class medical certificate with the restriction that he possess glasses for near and intermediate vision.
Aircraft Information
The Cessna 180J, serial number 18052746, was a high-wing, semimonocoque design with fixed float landing gear (Edo model 628-2960 floats). It was configured for four occupants and powered by a Teledyne Continental Motors O-470-S engine rated at 230 horsepower, driving a McCauley controllable pitch propeller. The last annual inspection was completed February 2, 2010, at a tachometer time of 154 hours and total airframe time of 2,690.4 hours. Total airframe time at the accident was 2,758 hours. No preaccident mechanical malfunctions or failures were found that would have precluded normal operation.
Meteorological Information
The 1055 surface weather observation at New Orleans Naval Air Station Joint Reserve Base (KNBG), 15 miles northwest of the accident site, reported wind from 040 degrees at 8 knots, visibility 10 miles, few clouds at 3,000 feet, temperature 29 degrees Celsius, dew point 22 degrees Celsius, and an altimeter setting of 30.07 inches of Mercury.
Wreckage and Impact Information
The airplane was inverted and partially submerged in a 150-foot wide bayou channel. The propeller blades and spinner were undamaged. The left windshield support bar was bent aft. The instrument panel remained in place; the throttle was out 3/4 inch, propeller control out 1/2 inch, mixture full rich. Water rudders were up, flaps extended to 20 degrees, fuel selector in both position. Flight controls continuity was confirmed. The left seatbelt, when latched, would not unlatch; examination indicated excessive force had been applied after latching. The right wing leading edge was bent down and aft; the left wing leading edge was bent aft. The engine and accessories remained attached, and no preaccident mechanical issues were found.
Medical and Pathological Information
An autopsy conducted on July 26, 2010, by the Jefferson Parish Forensic Pathologist determined the cause of death for the pilot receiving instruction was asphyxia due to drowning associated with small airplane crash. Postmortem toxicology detected no carbon monoxide, no cyanide, no ethanol, and an unspecified quantity of chlorpheniramine in the blood and urine.