# Incident 20260420007969I: Carlston Lary AVID FLYER, Gueydan, LA, April 20, 2026

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: April 20, 2026, 16:30 local time
- Place: Gueydan, LA
- Airport: Venissat Airstrip
- Damage: Minor damage
- Phase of flight: Landing: Rollout
- Operating rules: General operating rules (Part 91)
- Location: 30.0861° N, 92.5322° W: Placed by OpenAirDocs at VENISSAT AIRSTRIP (46LS), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=30.0861&lon=-92.5322&mi=10
- Aircraft: N199LC, registered now (https://openairdocs.org/aircraft/N199LC) (OpenAirDocs)
- Registry model: Carlston Lary AVID FLYER (registry code 05625F2, https://openairdocs.org/model/carlston-lary-avid-flyer) (OpenAirDocs)
- Registry engine: Amateur-built UNKNOWN ENG (registry code 99999, https://openairdocs.org/engine/amateur-built-unknown-eng) (OpenAirDocs)
- Reported make and model: CARLSTON LARY AVID FLYER
- Reported engine: AMA/EXPR UNKNOWN ENG
- People aboard: 1
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Private pilot
- Pilot flight hours: 955 total, 29 in this make and model, 6 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20260420007969I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

I ARRIVED AT MY HANGAR/AIRFIELD (46LS) AT APPROXIMATELY 3:15 P.M. I OPENED THE HANGAR DOORS AND BEGAN THE AIRCRAFT PREFLIGHT INSPECTION. I BURPED THE ROTAX ENGINE AND CHECKED THE OIL LEVEL IN THE OIL TANK. I THEN REMOVED THE TOP COWLING TO INSPECT THE COOLANT LEVEL AND GENERAL CONDITION OF THE ENGINE BEFORE REINSTALLING THE COWLING.

I CHECKED THE AIR PRESSURE IN THE MAIN WHEELS AND INSPECTED ALL CONTROL SURFACES FOR PROPER ATTACHMENT AND FREEDOM OF MOVEMENT. I TURNED ON THE FUEL AND SUMPED THE TANKS, THEN VISUALLY VERIFIED THE FUEL QUANTITY. AFTER COMPLETING THE INSPECTION, I PULLED THE AIRCRAFT OUT OF THE HANGAR AND CLOSED THE HANGAR DOORS.

AT APPROXIMATELY 3:45 P.M., I STARTED THE ENGINE AND ALLOWED IT TO REACH OPERATING TEMPERATURE BEFORE CONDUCTING AN IGNITION CHECK. I THEN TAXIED TO THE SOUTH END OF THE RUNWAY AFTER CHECKING THE WINDSOCK, WHICH INDICATED CALM WIND CONDITIONS. I PREFER DEPARTING FROM THAT END OF THE RUNWAY BECAUSE IT PROVIDES ADDITIONAL TIME FOR ENGINE OPERATION PRIOR TO TAKEOFF.

ONCE AT THE SOUTH END OF THE RUNWAY, I PERFORMED ANOTHER IGNITION CHECK AND VERIFIED PROPER FLIGHT CONTROL MOVEMENT. I BEGAN THE TAKEOFF ROLL AT APPROXIMATELY 3:55 P.M. ON A HEADING OF 360 DEGREES. THE TAKEOFF WAS UNEVENTFUL.

I FLEW LOCALLY FOR APPROXIMATELY 30 MINUTES BEFORE RETURNING TO AIRFIELD 46LS. UPON ARRIVAL, I PERFORMED A LOW PASS APPROXIMATELY 500 FEET ABOVE THE RUNWAY ON A 180-DEGREE HEADING TO CHECK FOR ANIMALS ON OR NEAR THE RUNWAY SURFACE.

AFTER PASSING THE SOUTH END OF THE RUNWAY, I MADE A WIDE LEFT TURN, CROSSED MIDFIELD, AND ENTERED THE LEFT DOWNWIND FOR RUNWAY 36. AFTER TURNING BASE AND ALIGNING ON FINAL APPROACH, I SET THE TRIM AND THROTTLE FOR LANDING. I CROSSED THE RUNWAY THRESHOLD AT APPROXIMATELY 65 MPH AND ALLOWED THE AIRCRAFT TO SETTLE ONTO THE RUNWAY.

THE AIRCRAFT TOUCHED DOWN AT APPROXIMATELY 60 MPH, WHICH IS NORMAL FOR THIS AIRCRAFT. BOTH MAIN WHEELS INITIALLY TOUCHED DOWN SIMULTANEOUSLY; HOWEVER, THE LEFT MAIN WHEEL THEN LIFTED APPROXIMATELY ONE FOOT OFF THE RUNWAY SURFACE. WHEN THE LEFT WHEEL TOUCHED BACK DOWN, IT BEGAN VIBRATING IN A MANNER SIMILAR TO A TUNING FORK.

IMMEDIATELY AFTERWARD, THE AIRCRAFT ABRUPTLY VEERED TO THE LEFT TOWARD A DITCH, LEVEE, AND CRAWFISH POND ADJACENT TO THE RUNWAY. THE LEFT WHEEL ENTERED THE DITCH FIRST AND STRUCK THE LEVEE, CAUSING THE RIGHT MAIN WHEEL TO SWING AROUND AND ALSO ENTER THE DITCH AND STRIKE THE LEVEE. AFTER BOTH WHEELS CONTACTED THE LEVEE, THE AIRCRAFT OVERTURNED AND CAME TO REST INVERTED IN THE CRAWFISH POND ON THE OPPOSITE SIDE OF THE LEVEE.

AFTER THE AIRCRAFT CAME TO REST, I SHUT OFF THE FUEL AND IGNITION SYSTEMS AND EXITED THE AIRCRAFT. ONCE OUTSIDE THE AIRCRAFT, I LOOKED AT MY PHONE TO MAKE A CALL. THE TIME WAS APPROXIMATELY 4:30 P.M.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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