CHI06FA269

The amphibious float equipped airplane was substantially damaged while landing on a lake. Witnesses reported that the airplane attempted to land on the lake with the wheels down. One witness described the approach as "level and very routine." Attempts to rescue the pilot after the accident were not successful. The post accident examination revealed that all 4 wheels were in the down and locked position. The landing gear selector handle was in the up position consistent with a water landing. The gear selector circuit breaker was in the open position. The gear pump and gear advisory circuit breakers were in the closed position. Each main gear assembly was equipped with a mechanical gear position indicator. The left and right main gear indicators were visible from the pilot and front passenger seats, respectively. The mechanical gear position indicators were intact. Electrical continuity of the gear position switches, gear selector, and gear position indicator lights was confirmed. The gear retraction and extension hydraulic cylinders and linkages appeared undamaged. The main and nose gear assemblies were intact. The hydraulic gear pump operated in both directions when tested after the accident.

History of flight

On September 24, 2006, about 1435 central daylight time, a Cessna 182Q equipped with amphibious floats, N97435, piloted by a private pilot, was substantially damaged when it nosed over upon landing on Staples Lake near Cumberland, Wisconsin. Efforts to rescue the pilot were not successful. The personal flight was being conducted under 14 CFR Part 91 without a flight plan. Visual meteorological conditions prevailed at the time of the accident. The flight departed South St. Paul Airport - Fleming Field.

A witness reported that the airplane circled the lake and initially appeared to be approaching a paved landing strip near the lake. However, the airplane turned to the south and approached the lake from the east. He reported that the wheels were down at that time. He stated that the pilot's approach appeared to be "level and very routine." He reported that when the airplane contacted the water surface the floats "appeared to drag" and the airplane nosed over.

This witness stated that he entered the water and attempted to gain access the cabin. He reported that the windshield seemed to be intact. He noted, "After locating what I am sure was the [door] latch I made several attempts to open it. With both feet pushing against the plane and pulling with all I could, I was unable to budge it." His attempts to rescue the pilot were unsuccessful.

A second witness reported that she heard a plane fly over the lake. A few minutes later she heard what she believed to be the same airplane again. She stated that she saw the airplane approach the middle of the lake. She recalled seeing the wheels down and initially thought that it was in trouble, however, she then noticed the floats. She reported that the wind was blowing and gusting, and the lake seemed rough.

This witness stated that the airplane touched down and flipped over. She noted that the airplane floated sideways for several minutes. By the time she and her husband arrived on-scene in their pontoon boat, there were two other boats there and one man was in the water attempting to rescue the pilot.

The airplane was subsequently recovered to the lakeshore by local authorities.

Personnel information

The pilot held a private pilot certificate with single-engine land and sea airplane ratings. The certificate also included an instrument airplane rating. He held a third-class airman medical certificate issued on November 15, 2005.

The pilot's logbook was reviewed. The most recent entry was dated September 5, 2006. According to the logbook, as of that date, the pilot had accumulated 1,675 hours total flight time. Of that flight time, 614 hours were in single-engine sea airplanes. The pilot completed a flight review on September 18, 2004, in a Cessna 172XP airplane.

According to the logs, the pilot had acquired 199 hours total flight time in Cessna 182 model airplanes. For the 90-day period prior to the date of the accident, the pilot had logged 107 hours total flight time, of which 74 hours were in a Cessna 182. Within 30 days of the accident the pilot logged 11 hours, all of which were in a Cessna 182.

Aircraft information

The accident airplane was a 1979 Cessna 182Q, serial number 18267091. The airplane was powered by a 300-horsepower Continental IO-550-D (27) fuel injected engine, serial number 284371. This engine had been retrofitted into the accident aircraft under Supplemental Type Certificate (STC) SA00152WI on August 8, 2001.

Wipaire Model 3000 amphibious floats, serial numbers 30001 and 30002, were installed on the accident aircraft. Aircraft records indicated that the floats were originally installed by Wipaire under STC SA1156CH on March 17, 2001.

According to Federal Aviation Administration records, the accident pilot purchased the airplane on May 15, 2005. The records also indicated that Wipaire, the manufacturer of the floats, owned the airplane from December 1995 until March 2002. During that time, the airplane was used for research and development purposes.

Maintenance records indicated that the most recent annual inspection was completed on May 4, 2006. The records noted an aircraft total time of 3,045.1 hours, and a recording tachometer time of 466.2 hours, at the time of the inspection.

Meteorological information

Conditions recorded by the Rice Lake Regional Airport (RPD) Automated Weather Observing System (AWOS), located approximately 16 miles east-southeast of the accident site, at 1435, were: Scattered clouds at 4,800 feet above ground level (agl); wind from 310 degrees at 10 knots, gusting to 16 knots; 10 miles visibility; temperature and dew point were 17 degrees and 4 degrees Celsius, respectively; altimeter was 29.93 inches of mercury.

Conditions recorded by the RPD AWOS at 1415, about 20 minutes before the accident, were: Scattered clouds at 11,000 feet agl; wind from 300 degrees at 9 knots; 10 miles visibility; temperature 17 degrees Celsius; dew point 4 degrees Celsius; and altimeter 29.93 inches of mercury.

Conditions recorded by the RPD AWOS at 1455, about 20 minutes after the accident, were: Scattered clouds at 5,000 feet agl; winds from 300 degrees variable at 8 knots, gusting to 17 knots; 10 miles visibility; temperature 17 degrees Celsius; dew point 5 degrees Celsius; altimeter 29.92 inches of mercury.

Wreckage and impact information

The airplane was recovered to the southern shore of Staples Lake. The airplane was inverted and the floats were separated from the airframe at that time. Local authorities reported that the floats were separated during and following the recovery of the airplane. The coordinates of the airplane at the lake shore after recovery were 45 degrees, 29.710 minutes north latitude; 092 degrees 08.743 minutes west longitude, as determined by a handheld global positioning system receiver.

The wings, empennage, and flight controls remained attached to the airframe. The left wing lower wing skin was wrinkled and buckled from approximately mid span outboard. The outboard leading edge of the left wing was crushed aft. The left side of the fuselage was buckled in an area aft of the baggage door. Flight control continuity was confirmed. The flap control handle was at a 20-degree flap down setting. The actual flap positions were symmetric and appeared to correspond to that setting.

The propeller and spinner remained attached. Two propeller blades were bent aft approximately 20 degrees about a point near the mid span of each blade. The third propeller blade appeared undamaged.

The engine cowling was crushed inboard and upward along the bottom and sides of the assembly. The engine remained attached to the engine mount and the mount did not appear to be deformed. Engine control continuity was confirmed. Internal engine continuity was confirmed via crankshaft rotation. Compression was observed at all cylinders during crankshaft rotation. The magnetos, ignition harness and vacuum pump appeared intact. The spark plugs were removed and the appearance of each plug was consistent with normal wear.

The landing gear control handle was in the up position when viewed after recovery. The gear selector circuit breaker was in the open position. The gear pump and gear advisory circuit breakers were in the closed position.

The floats exhibited scrapes and dents. Separations of the struts and support bars were consistent in appearance with overload failures. All four wheels were in the down and locked position. Gear retraction and extension hydraulic cylinders and linkages appeared undamaged. The main and nose gear assemblies were intact.

The magnetic gear position switches and wiring harness located on the floats were examined. Continuity was observed on the gear down switches. When the gear-up switches were closed with a magnet, continuity was observed on the gear up switches. Continuity was also observed on one gear up circui