History of Flight
On January 22, 2011, at approximately 1357 Pacific standard time, a Cessna T206H airplane, registration N142HF, equipped with amphibious floats, sustained substantial damage when it nosed over during a landing on Lake Goodwin near Stanwood, Washington. The airplane was operated by the pilot under 14 CFR Part 91. The airline transport rated pilot was not injured, but his one passenger was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Arlington Municipal Airport (AWO), Arlington, Washington, about five minutes prior, with an intended destination of Anacortes, Washington.
The pilot reported departing AWO as part of a flight of three airplanes, intending to perform one landing on Lake Goodwin before continuing. He was the third airplane and it was his first landing on that lake. After a normal takeoff, his son engaged him in conversation. Approaching the lake, he observed the other two airplanes land uneventfully and set up for landing between their wakes. He configured for a water landing with full flaps and reduced power. On short final, his son engaged him in conversation, and as he anticipated touchdown, the nose dipped. He attempted to retract flaps and pull back on the yoke, but the nose dipped again, and the airplane flipped over and became submerged.
In follow-up interviews, the pilot stated he did not recall raising the landing gear or verifying its position before landing, nor did he hear the audible landing gear warning. The windshield imploded on impact, and water entered the cockpit. The pilot attempted to locate his son's seatbelt release and open the door but began swallowing water. He did not recall how he exited but found himself in the water, inflating his life vest.
Multiple witnesses reported seeing three airplanes approach and land. One witness saw the landing gear extended on the third airplane. Boaters on the lake attempted rescue but could not release the passenger's seatbelt. Local law enforcement reported that before a diver arrived, multiple citizens attempted rescue; cold water and low visibility limited dive attempts.
Personnel Information
The 55-year-old pilot held an airline transport certificate with multiengine land, single-engine land, and single-engine sea ratings. He had a second-class medical certificate issued November 27, 2009, with no limitations. His logbook showed 4,213.4 total flight hours, including 474.15 seaplane hours. In the 90 days before the accident, he logged 4.7 hours in the accident make/model, with 2 hours in the preceding 30 days.
The pilot submitted a statement on April 12, 2011, indicating that the loss of a family member 12 days before the accident might have affected his cognitive abilities. He noted disrupted sleep patterns and difficulty starting his day on the accident day, and that his sleep deprivation became obvious after the accident.
Aircraft Information
The two-seat, high-wing, retractable-gear amphibious float-equipped airplane, serial number T20608142, was manufactured in 1999. It was powered by a Rolls Royce 250-B17F/2 turbine engine, rated at 450 shaft horsepower, driving a Hartzell variable pitch propeller. The airplane had two forward-facing crew seats, a main entry door on the left, and a modified door on the right per STC SA1470GL. A cargo door was located on the right fuselage aft of the cockpit. Door latch handles had lock, close, and open positions; in lock, the door could not be opened from outside.
Maintenance records showed the most recent annual inspection completed on February 17, 2010, at 715.9 hours airframe time, 132.3 hours engine time. The Wipaire, Inc. Pilot Operating Handbook supplement for amphibian operations included a Before Landing on Water checklist: landing gear UP, four blue lights on, position confirm visually, water rudders UP, wing flaps 40 degrees, airspeed 75-85 KIAS. It also described four blue lights for gear up, four green for gear down, and visual indicators.
Meteorological Information
At 1355, the Arlington Municipal Airport automated weather station, 6 miles northeast of the accident site, reported calm wind, 10 statute miles visibility, few clouds at 1,600 feet, scattered clouds at 4,000 feet, temperature 9°C, dew point 5°C, altimeter 30.39 inHg.
Wreckage and Impact Information
Post-accident examination by an FAA inspector revealed the airplane mostly submerged in Lake Goodwin, inverted on the north-northwestern side. It was towed to shore after rescue operations. All four float main landing gears were observed extended. Water temperature was 41°F. The airplane was recovered on January 24, 2011, using a crane at a public boat dock. During removal, the empennage partially separated from the fuselage. A strong jet fuel smell was noted.
Examination showed left and right wings attached, with buckling throughout. Both ailerons and flaps remained attached. The flaps were extended. The fuselage was mostly intact; engine mounted, forward portion of engine and propeller exhibited impact damage. The forward windscreen was fractured and partially displaced. Left and right forward doors were attached; right door closed and locked, left door open and unlatched. Rear right door closed. Both float pontoons attached, forward and aft landing gears extended. Mechanical wire indicators on floats showed gear down.
In the cabin, power and condition levers were full forward, flap selector full down, landing gear position switch down. About 2 hours after recovery, a warning horn was heard from a left cabin speaker, and the gear advisory light blinked. The battery was turned off, stopping the horn.
Survival Factors
NTSB Survival Factors Specialists interviewed a first responder diver who reported that the left door was closed, and he opened it. No air pockets were in the airplane. He cut the passenger's lap belt webbing to release the child passenger. The child was wearing a life vest that appeared too large. The diver did not have to remove the shoulder harness; he cut the lap belt only. He had no trouble opening the left door.
Tests and Research
On February 2-3, 2011, the airframe was examined at AvTech Services, Auburn, Washington. Power was applied; four green lights appeared on the landing gear positioning system. The hydraulic pump circuit breaker was reset, but the pump did not actuate. Direct power to the pump did not actuate it, and it was retained for inspection. The emergency gear extension handle was used to retract and extend all four gears manually, with correct indication (blue lights up, green lights down). Manual indicators on floats showed correct position. The audible gear warning was not heard because avionics were water-soaked and non-functional. Electrical continuity from gear selector switch to pump wiring was confirmed.
The hydraulic pump, motor, landing gear position switch, and advisory system were examined on May 4, 2011, at Wipaire Inc. The pump operated normally in the DOWN position but not in UP until the K1 relay was replaced. The relay had electrical continuity but internal grooves allowed water entry. The switch functioned normally. The advisory system box did not function due to corrosion. The airspeed threshold was set to 65 knots. On May 5, 2011, at Shadin Avionics, partial electrical continuity was found; after replacing the Q2 regulator, the gear warning light momentarily illuminated. No preexisting faults with the processor chip were seen. A Wipaire representative noted the Q2 regulator powers the gear warning light; since it illuminated after recovery, it likely functioned before corrosion.
Probable Cause
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