History of the Flight
The aircraft was moved from its hangar to a hard standing on the morning of the accident. The pilot was seen cleaning the aircraft. The passenger, a PPL holder on a social visit, joined the pilot for a local flight. After lunch, the pilot prepared the aircraft. Pre-flight checks were completed satisfactorily. During pre-flight, the pilot selected a switch on the lower left of the instrument panel. Flaps were set down for takeoff. The aircraft accelerated normally, lifting off at about 65 kt between a third and half way down the runway.
At about 300 feet above ground, the pilot reported a hydraulic problem and began operating the landing gear emergency hand pump, directing the passenger to continue pumping. The pilot initially intended a low-level right-hand circuit but later decided on a forced landing. The approach seemed satisfactory, but power lines became visible in the final stages. The aircraft struck the cables, pitched violently nose down, impacted the ground, and came to rest inverted. The passenger released the pilot's seat belt, extricated himself, and attracted rescuers. The pilot sustained serious head injuries and was freed by emergency services.
Eyewitnesses on the airport observed difficulty climbing, a 'rough' engine sound with 'popping' or backfiring noises. The aircraft became airborne halfway down the runway, then settled and climbed slightly before turning right and descending out of sight. One eyewitness in Old Warren saw the aircraft descending and banking right, with a 'spluttering' engine, before striking power lines, producing a loud 'bang' and blue flash.
The duty ATCO cleared the aircraft for takeoff at 1153 hrs. He observed difficulty climbing and cleared a low-level right-hand circuit. The pilot did not declare a MAYDAY but acknowledged a problem. The ATCO sounded the crash alarm and declared a full emergency. The pilot reported clearing the hydraulic problem. The aircraft descended below a ridge at about 1155 hrs and failed to reappear. A police helicopter searched and located the wreckage in a field with tall corn.
Accident Site Information
The crash site was about 1½ miles southwest of Hawarden Airport. The aircraft struck small power lines, severing two cables. After impact, the aircraft pitched forward, striking the ground with the nose about 45 degrees below horizontal. The engine and pylon collapsed sideways under the right wing. Minimal fuel leakage and no fire occurred.
Meteorological Information
The METAR at 1150 hrs: wind 320°/07kt, visibility >10 km, scattered cloud at 2,500 feet, temperature +21°C, dewpoint +15°C.
Aircraft Description
The Lake LA-4-200 is a mid-wing, single-engine amphibian with a 200 hp fuel-injected Lycoming IO-360-A1B engine driving a two-bladed pusher propeller. It has hydraulically retractable landing gear and a boat-hull fuselage. The hydraulic system includes an accumulator, reservoir, and electric motor-driven pump. An emergency hand pump allows manual pressure generation. The fuel system comprises a 40 USG main tank with a vee-shaped sump, sump drain, fuel pickup/strainer, and an electric boost pump. Auxiliary wing-float tanks (34 USG) were empty. Fuel/water drains are at the tank sump, fuel line, and boost pump. The fuel filter, mounted horizontally on the engine pylon, has no drain valve and requires removal of the pylon leading edge fairing for access.
Aircraft History
Purchased in June 2002 for lease and flying training, the aircraft was flown little. The most recent logbook entry was 17 June 2002. Total flight time from September 2000 to June 2002 was only eight hours.
Fuelling Records
On 8 July 2003, 75 litres of Avgas 100LL were uplifted. No other aircraft reported problems. Previous uplift was 24 litres on 11 October 2002.
Maintenance History
The last Annual Check was completed on 10 October 2002 at 1,339.2 hours. The Certificate of Airworthiness was amended to Public Transport category on 11 October 2002, valid until 20 September 2003. The next scheduled 50-Hour Check was due by 10 April 2003 or at 1,389.2 hours, but was not accomplished. In April 2003, the pilot reported a large loss of engine rpm when using the left magneto; the magneto was removed for repair, but the problem recurred.
Probable Cause
The most probable cause of the loss of power was determined to be water contamination of the fuel system due to the accumulation of moisture from condensation in the fuel tank.