20061108028179A

(-23) On November 8, 2006 at approximately 1530 EST, a Utva-66 (V-51) single-engine aircraft on floats, registration number N501GW, impacted a dock, while attempting a takeoff at braddock's bay in lake ontario, located just north of Rochester, NY. The aircraft was substantially damaged and there were no injuries. The pilot privacy data omitted was appropriately rated in the aircraft and received no injuries. No flight plan was filed for the personal flight. The on-scene examination of the wreckage has shown that there was no sign of an in-flight fire. The airplane's left float struck a private dock and the aircraft flipped over and was partially submerged in about 4 feet of water, with the nose of the aircraft submerged, and sections of dock entangled in the aircraft's floats. Buffalo fss showed the closest reporting weather station of Rochester, NY about 12 miles away to be 00000KT 7SM BKN011 OVC019 15/12 A2963. There were no witnesses to the accident and no radar data. privacy data omitted Owner of the dock, and no relation to the aircraft owner, offered his small boat so inspector ^priv^ could get to the wreckage. It was noted that the flaps appeared to be in the full down position, but could not be fully verified due to the cockpit being under water. Inspector ^priv^ verified elevator and rudder control continuity by maneuvering the boat to the tail of the aircraft and, by hand, he moved the flight controls and observed the water in the cockpit rippling from the rudder pedal and stick movement. Aileron control continuity was also verified using the same technique. The next day the aircraft was lifted from the water by a crane and placed on its floats next to the shore. Inspector ^priv^ was able to observe and verify the following: the entire propeller was missing from the aircraft; the left float's first bottom third was missing where it struck the dock. The right float had a 12" slash on its inside, 31" from the front of the float. This slash was a clean slice, that had similar characteristic of being cut with a sharp blade (propeller). A fuel sample was unable to be collected due to the fact that the tanks were full of water. Upon examination of the cockpit, the following was found: the battery fuel boost pump switches were in the on position, as well as the fuel valve. The magneto switch was in the "both" position. Carburetor air control was in the "warm" position. Elevator nose trim was in the "0" position. Control continuity was again verified by moving the flight control stick and visually observing all of the primary flight controls. The flap selector valve, which has 3 positions, up, off, and down, was found in the down position. The flaps which are operated with a hydraulic pump were found to be in the full down position using the following method. Inspector ^priv^ noted the position of the flaps. He then placed the flap selector valve in the "up" position, and pumped the flaps up. He then placed the flap selector valve in the "down" position, and pumped the flaps down. They returned to the same position as they were in prior to moving them. Parts of the dock were also examined. One area of the dock had 3 slash marks, about 4" long and 1/8" deep. When the dock owner was asked if these were here before the accident, he said "no." all information was given to AEA-FSDO-23 management, as inspector ^priv^ would be out of town, and unable to continue the investigation.