History of Flight
On August 8, 2010, at approximately 1415 eastern daylight time, an amphibious Quest Aircraft Kodiak 100, registration N917CM, sustained substantial damage during a landing on Brandy Pond (5ME) in Naples, Maine. The airline transport pilot (ATP) and commercial pilot were not injured. Visual meteorological conditions prevailed; no flight plan was filed for the personal flight conducted under 14 Code of Federal Regulations Part 91.
The flight's purpose was for the two pilots to take turns practicing for a Federal Aviation Administration (FAA) practical test for Part 135 certification scheduled the following week. The commercial pilot flew the first leg from 5ME to Auburn/Lewiston Municipal Airport (LEW) in Lewiston, Maine, where the aircraft was fueled and the pilots ate. The ATP then flew for approximately one hour before returning to 5ME.
After discussing boat traffic and winds at 5ME, the pilots elected to land to the northwest with a left crosswind. The ATP, who was flying, stated that many boats were on the lake and the water was rough from wakes, but they were accustomed to such conditions. He configured the airplane for a normal water landing; the right float contacted the water first, followed by the left float. The airplane veered left, and the ATP applied rudder and aileron to correct. The airplane rolled onto the right float and came to rest inverted.
The commercial pilot stated that just before touchdown, a gust of wind lifted the left wing. The right float contacted the water, and the airplane suddenly tipped over. She described the landing as conducted with a slight crosswind and believed winds were no more than 3–6 knots based on wave levels, with roughness caused by boat wakes.
A witness on a boat near the touchdown point captured video from just before touchdown until after the airplane nosed over. The video showed the airplane touching down in a level attitude. The left float appeared to rise out of the water shortly after touchdown and several times thereafter. About 10 seconds after initial touchdown, the left float rose completely out of the water, the right wing contacted the water, and the airplane nosed over.
Wreckage and Impact Information
An FAA inspector examined the airplane and found substantial damage to the right wing, right horizontal stabilizer, and right elevator. Both left and right forward float struts had separated at their attachment fittings; the fittings were retained for further examination.
Personnel Information
The ATP held an airline transport pilot certificate with several type ratings, as well as ratings for airplane multiengine land and airplane single-engine sea, and a flight instructor certificate with ratings for airplane single and multiengine and instrument airplane. He reported 30,000 total flight hours, with 18 in the accident airplane. His most recent FAA second-class medical certificate was issued in May 2010.
The commercial pilot held a commercial pilot certificate with ratings for airplane multiengine land and airplane single-engine sea, and a flight instructor certificate with ratings for airplane single engine and instrument airplane. She reported 4,737 total flight hours, including 17 in the accident airplane and 2,500 in seaplanes. Her most recent FAA first-class medical certificate was issued in September 2009.
Both pilots received 10 hours of flight training in the accident airplane after float installation, including water and land operations, completed on August 2, 2010.
Aircraft Information
According to FAA records, the airplane was manufactured in 2009 and registered to the owner in July 2010. It was equipped with a Pratt & Whitney PT6A-34, 750-horsepower turboprop engine and a Hartzell HC-E4N-3P four-bladed propeller. The airplane had accumulated 54 total flight hours at the time of the accident. Its most recent annual inspection was completed on September 23, 2009. The airplane was manufactured with fixed tricycle landing gear and received FAA Supplemental Type Certificate (STC) approval for installation of Wipaire Wipline 7000 amphibious floats in June 2010. The float installation was completed on July 30, 2010, and the airplane had accumulated approximately 30 flight hours since installation.
Meteorological Information
The 1415 weather observation at LEW, approximately 14 nautical miles northeast of the accident location, reported winds from 180 degrees at 10 knots with gusts to 14 knots, 10 statute miles visibility, clear skies, temperature 26°C, dew point 12°C, and an altimeter setting of 30.03 inches of mercury.
Additional Information
The left and right front float attachment fittings were examined at the NTSB Materials Laboratory in November 2010. The upper part of each fitting was attached to the engine mount; the lower part formed a tab approximately 0.75 inches thick, 1.4 inches wide, and 1.7 inches long. The forward float struts were attached to the fittings by bolts passing through holes in each tab. Examination revealed that the tabs from both fittings were fractured and separated, with signatures consistent with ductile overstress. Residual permanent deformation indicated separation under bending loads, with elongation of the bolt hole on the right side of the tab and a compression lip at the edges of the upper left side bolt holes. There were no indications of pre-existing damage or defect such as fatigue cracking or corrosion.