# NTSB ERA13CA416: Cessna U206F, N208LH, Rumney, NH, August 30, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: August 30, 2013, 17:35 local (21:35 UTC) - Place: Rumney, NH - Coordinates: 43.867778, -71.798332 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.8678&lon=-71.7983&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Nose over/nose down](https://openairdocs.org/ntsb-events/096) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report December 19, 2013 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - NTSB case key (mKey): 88044 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13CA416 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/88044/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=88044 - Page: https://openairdocs.org/ntsb/ERA13CA416 ## Probable cause The pilot's failure to ensure that the amphibious airplane's landing gear was properly configured for a landing on water and his failure to properly configure the airplane during the attempted go-around. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: forgotten action/omission](https://openairdocs.org/ntsb-findings/02041035): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna U206F, 1 case](https://openairdocs.org/ntsb-findings/02041035/cases.md?model=2073333), [All aircraft, 440 cases](https://openairdocs.org/ntsb-findings/02041035/cases.md) - [Landing gear system](https://openairdocs.org/ntsb-findings/01023200): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [Cessna U206F, 1 case](https://openairdocs.org/ntsb-findings/01023200/cases.md?model=2073333), [All aircraft, 113 cases](https://openairdocs.org/ntsb-findings/01023200/cases.md) - [Engine fuel and control: fuel control/carburetor](https://openairdocs.org/ntsb-findings/01057322): Aircraft › Aircraft power plant · Incorrect use/operation (probable cause); cases with it: [Cessna U206F, 1 case](https://openairdocs.org/ntsb-findings/01057322/cases.md?model=2073333), [All aircraft, 195 cases](https://openairdocs.org/ntsb-findings/01057322/cases.md) - [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna U206F, 2 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=2073333), [All aircraft, 792 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Cessna U206F, 2 cases](https://openairdocs.org/ntsb-events/060/sequence.md?model=2073333), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Landing-flare/touchdown: Nose over/nose down](https://openairdocs.org/ntsb-events/096) (defining event); cases with it: [Cessna U206F, 3 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=2073333), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The purpose of the flight was for the pilot to relocate the amphibious airplane from an airport with a small grass runway, to another nearby land airport. Enroute, the pilot planned to make two intermediate stops at local lakes, before proceeding to the destination. After takeoff from the departure airport, the pilot did not retract the landing gear, and climbed the airplane in preparation to land at the first intermediate destination lake, which was located about 6 miles and about 1,500 feet in elevation above the departure airport. During the climb, the pilot leaned the engine's fuel mixture, and observed four green lights illuminated on the instrument panel, after which he stated, "Gear is up for water landing." He again repeated the landing gear check with the lake of intended landing in sight; however, illumination of four blue lights on the instrument panel was the correct indication that the landing gear was retracted and configured for a water landing. While on final approach to the lake, while at an altitude of 40 feet and an airspeed of 75 mph, the landing gear warning indicator announced "gear is down for runway landing." The pilot responded by immediately initiating a go-around. The pilot pushed the throttle and propeller vernier controls forward simultaneously, but only brushed his fingers against the mixture control. The airplane continued to descend and struck the water about 10 seconds later with the engine under partial power. The airplane immediately nosed over upon touchdown, resulting in substantial damage. The pilot later was advised by witnesses who observed the accident that during the go-around attempt, that as the engine power increased, it began "sputtering." The pilot then realized that he was likely unable to hear this due to the background noise of the music he had playing and noise-cancelling headset he was wearing. Upon examining the wreckage following the accident, the pilot found that the mixture control had not been fully advanced as he had applied power during the go-around attempt. In evaluating his fitness for flight following the accident, the pilot stated, "The flight was after a stressful day of work. Mentally I was C+ material at best. Concentration and focus was not as high as I like for flying." ## Factual narrative The purpose of the flight was for the pilot to relocate the amphibious airplane from an airport with a small grass runway, to another nearby land airport. Enroute, the pilot planned to make two intermediate stops at local lakes, before proceeding to the destination. After takeoff from the departure airport, the pilot did not retract the landing gear, and climbed the airplane in preparation to land at the first intermediate destination lake, which was located about 6 miles and about 1,500 feet in elevation above the departure airport. During the climb, the pilot leaned the engine's fuel mixture, and observed four green lights illuminated on the instrument panel, after which he stated, "Gear is up for water landing." He again repeated the landing gear check with the lake of intended landing in sight; however, illumination of four blue lights on the instrument panel was the correct indication that the landing gear was retracted and configured for a water landing. While on final approach to the lake, while at an altitude of 40 feet and an airspeed of 75 mph, the landing gear warning indicator announced "gear is down for runway landing." The pilot responded by immediately initiating a go-around. The pilot pushed the throttle and propeller vernier controls forward simultaneously, but only brushed his fingers against the mixture control. The airplane continued to descend and struck the water about 10 seconds later with the engine under partial power. The airplane immediately nosed over upon touchdown, resulting in substantial damage. The pilot later was advised by witnesses who observed the accident that during the go-around attempt, that as the engine power increased, it began "sputtering." The pilot then realized that he was likely unable to hear this due to the background noise of the music he had playing and noise-cancelling headset he was wearing. Upon examining the wreckage following the accident, the pilot found that the mixture control had not been fully advanced as he had applied power during the go-around attempt. In evaluating his fitness for flight following the accident, the pilot stated, "The flight was after a stressful day of work. Mentally I was C+ material at best. Concentration and focus was not as high as I like for flying." ## Aircraft - Registration: [N208LH](https://openairdocs.org/aircraft/N208LH), registered now, S/N U20602642, built 1974 (OpenAirDocs) - Reported make and model: CESSNA U206F (F) - Registry model: [Cessna U206F](https://openairdocs.org/model/cessna-u206f) (registry code 2073333) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: U20602642 - Year built: 1974 - Airframe hours: 2630 - Engines: Continental Motors IO-520F 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Airborne Flyer LLC - Registered owner: Airborne Flyer LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 14, 2012, 106 hours before - Departed: 1P1, Plymouth, NH - Destination: Rumney, NH ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 52; injuries: none; flight instructor, airline transport, commercial; airplane ratings: multi-engine land, single-engine sea, single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review April 7, 2012; seat: left; restraint: 3-point; flight hours: 2,973 total, 110 in this make and model, 2,902 as pilot in command, 75 in the last 90 days, 19.7 in the last 30 days, 0.2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 5 knots - Visibility: 10 statute miles - Temperature: 84 °F, dew point 63 °F - Altimeter: 29.79 inHg - Observed at: K1P1, 6 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20130830016479A](https://openairdocs.org/incident/20130830016479A), Aug 30, 2013: Cessna U206F, Rumney, NH, Substantial damage. Pilot departed grass strip at plymouth NH. And flew approximately 10 miles to Stinson lake in Rumney NH. With the intention to land in the lake. Pilot never… ## Docket (4 files) The files NTSB released with the investigation on December 17, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=88044. 5.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405777&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Summary of FAA Inspector's Interview of Pilot (item 2, .PDF, 142 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405783&FileExtension=.PDF&FileName=Summary%20of%20FAA%20Inspector%27s%20Interview%20of%20Pilot-Redacted.PDF - Photo 1 - Airplane from Front Left, Post Recovery from Lake (Photo Courtesy of FAA) (item 3, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405778&FileExtension=.PDF&FileName=Photo%201%20-%20Airplane%20from%20Front%20Left,%20Post%20Recovery%20from%20Lake%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 2 - Damage to Horizontal Stabilizer (Photo Courtesy of FAA) (item 4, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405779&FileExtension=.PDF&FileName=Photo%202%20-%20Damage%20to%20Horizontal%20Stabilizer%20(Photo%20Courtesy%20of%20FAA)-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.