# NTSB ERA25LA203: Seamax Aircraft Ltda Seamax M-22, N154RL, Dahlgren Center, VA, May 17, 2025 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: May 17, 2025, 16:00 local (20:00 UTC) - Place: Dahlgren Center, VA · River - Coordinates: 38.332878, -77.037011 - Nearby events: https://openairdocs.org/map.md?lat=38.3329&lon=-77.0370&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report March 18, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 200177 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA25LA203 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200177/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=200177 - Page: https://openairdocs.org/ntsb/ERA25LA203 ## Probable cause The pilot’s failure to maintain adequate airspeed and his exceedance of the airplane’s critical angle of attack during the initial climb, which resulted in an aerodynamic stall. Contributing to the accident was the pilot’s decision to take off with a known tailwind. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Seamax Aircraft Ltda SEAMAX M-22, 1 case](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=06001B0), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Seamax Aircraft Ltda SEAMAX M-22, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=06001B0), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Seamax Aircraft Ltda SEAMAX M-22, 1 case](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=06001B0), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Performance/control parameters: angle of attack](https://openairdocs.org/ntsb-findings/01062042): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Seamax Aircraft Ltda SEAMAX M-22, 1 case](https://openairdocs.org/ntsb-findings/01062042/cases.md?model=06001B0), [All aircraft, 990 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md) - [Attention/monitoring: task monitoring/vigilance](https://openairdocs.org/ntsb-findings/02021520): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Seamax Aircraft Ltda SEAMAX M-22, 1 case](https://openairdocs.org/ntsb-findings/02021520/cases.md?model=06001B0), [All aircraft, 330 cases](https://openairdocs.org/ntsb-findings/02021520/cases.md) - [Wind: tailwind](https://openairdocs.org/ntsb-findings/03034015): Environmental issues › Conditions/weather/phenomena · Ability to respond/compensate; cases with it: [Seamax Aircraft Ltda SEAMAX M-22, 1 case](https://openairdocs.org/ntsb-findings/03034015/cases.md?model=06001B0), [All aircraft, 594 cases](https://openairdocs.org/ntsb-findings/03034015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Seamax Aircraft Ltda SEAMAX M-22, 1 case](https://openairdocs.org/ntsb-events/240/sequence.md?model=06001B0), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) ## Analysis After three aborted upwind water takeoff attempts due to water washing over the cockpit area and obstructing the view, the pilot attempted a downwind takeoff that prevented the water from cresting over the cockpit. Video footage showed that, after what appeared to be a normal takeoff run, the airplane rotated and lifted off; however, during the initial climb the airplane appeared to struggle to ascend. The wings rocked back and forth as the airplane climbed to about 200 ft above the water surface. The pilot then made a left turn; shortly after, the left wing dropped, and the airplane abruptly descended in a left spiral until it impacted the water. On-board engine parameter data showed normal engine operation until the moment of impact. Postaccident airframe and engine examination did not reveal any preimpact malfunction or anomaly that would preclude normal operation or performance. While taking off with a tailwind and during the subsequent climb, the pilot likely failed to maintain adequate airspeed during the turn, which resulted in the exceedance of the airplane’s critical angle of attack and an aerodynamic stall. The airplane’s low altitude prevented recovery. ## Factual narrative On May 17, 2025, about 1600 eastern daylight time, a special light sport amphibious Seamax M-22 airplane, N154RL, was substantially damaged when it was involved in an accident near Dahlgren, Virginia. The pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to family, the pilot and passenger departed from his home airport near Fredericksburg, Virginia, then flew to Dahlgren, Virginia, for an amphibious water landing on the Potomac River. Shortly after dropping off his passenger, the pilot taxied out for an attempted takeoff. The condition of the water during the taxi and initial takeoff run was choppy. The pilot stated that he aborted the takeoff because the water was breaking over the front of the fuselage, hindering performance and limiting his visibility, so he elected to turn around and take off downwind. The downwind takeoff run was much smoother and the water did not inhibit the airplane as it did before. The airplane lifted off smoothly and began to climb. After raising the flaps, the pilot felt a gust of wind roll the airplane and he attempted to level the wings and descend, after which point he lost control of the airplane. Surveillance footage from four separate cameras located at various sites on shore showed the airplane during the downwind takeoff run on a west-to-east track. After what appeared to be a normal takeoff run, the airplane rotated and lifted off, but during the initial climb, the airplane appeared to struggle to ascend. The wings rocked back and forth as the airplane climbed to about 200 ft above the water surface. The airplane then made a left turn to the north; shortly after, the left wing dropped, and the airplane abruptly descended in a left spiral until it impacted the water. According to emergency personnel, the airplane floated briefly, and the pilot was rescued. There was a brief postimpact engine compartment fire. Postaccident examination of the wreckage revealed evidence consistent with the airplane impacting the water in a steep nose-down attitude. The water was about 8 ft deep at the point of impact. There was substantial damage to the airframe; the left wing was impact-separated, and the cockpit and fuselage were fractured and crushed in multiple locations. The empennage remained attached by control rods and cables. All flight control surfaces remained attached to their respective positions and were manually manipulated with corresponding cable movement. All fractures in the flight control cables had a “broomstraw” appearance consistent with overload. All flight control surfaces and critical components were discovered at the location of the wreckage. The engine was mounted on top of the airframe in a pusher configuration and was exposed to fire near the propeller side of the engine; however, the engine was largely intact, and most of the thermal damage was limited to plastic and wiring insulation. There was no evidence of apreimpact engine or airframe fire. Engine crankshaft and valvetrain continuity was established when the propeller was manually rotated. The spark plugs showed normal wear when compared to the Champion Aviation Check-A-Plug AV-27 chart. The engine appeared well lubricated, and the oil tank (dry sump forced lubrication system) was intact and full of oil. The three-blade composite propeller remained attached to the hub and reduction gearbox assembly, and it was manually rotated without any hinderance. One of the blades was destroyed by the postimpact fire. The other blades remained intact. During manual operation of the propeller, water was forced out of the cylinders and the air filter assembly. The engine fuel line adjacent to the cylinders was examined and about 5 ounces of liquid with the smell and color of aviation fuel were recovered; it was free of water or other contaminants. A Rockwell Collins ECU-204-102 was removed and delivered to the NTSB Vehicle Recorder Division for examination and download of engine performance data. Thirty-six data parameters were captured, including but not limited to oil pressure, engine speed, oil temperature, fuel flow, exhaust gas temperature, and throttle position. All parameters revealed normal engine operation. There were no preimpact anomalies discovered on the airframe or engine that would preclude normal operation or performance. ## Aircraft - Registration: [N154RL](https://openairdocs.org/deregistered/N154RL-2026-05-26), registration cancelled 2026-05-26, S/N 154, built 2019 (OpenAirDocs) - Reported make and model: SEAMAX AIRCRAFT LTDA SEAMAX M-22 - Registry model: [Seamax Aircraft Ltda SEAMAX M-22](https://openairdocs.org/model/seamax-aircraft-ltda-seamax-m-22) (registry code 06001B0) (OpenAirDocs) - Registry engine: [Rotax 912 IS series](https://openairdocs.org/engine/rotax-912-is-series) (registry code 55593, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 154 - Year built: 2019 - Airframe hours: 263.6 - Engines: Rotax 912 iS 100 horsepower reciprocating - Damage: Substantial damage - Fire: Unknown - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental light sport (Special) - Last inspection: Condition, May 15, 2025 - Destination: EZF, Fredericksburg, VA - Equipment: Onboard weather, Satellite tracking device, ADS-B, Electronic multifunction display, Electronic primary flight display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 39; injuries: serious; commercial, military, private; airplane ratings: single-engine land, single-engine sea, multi-engine land; instrument ratings: helicopter, airplane; medical: class 3, without waivers/limitations; last flight review June 13, 2023; seat: left; restraint: 4-point; flight hours: 1,072 total, 45 in this make and model, 696 as pilot in command, 23 in the last 90 days, 12 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 10 knots, gusting 23 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 88 °F, dew point 61 °F - Altimeter: 29.53 inHg - Observed at: NYG, 16 nm away - METAR: KNYG 171956Z 21010G23KT 10SM CLR 31/16 A2953 RMK AO2 PK WND 26027/1858 SLP002 T03060161 ## 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 20250517018259A](https://openairdocs.org/incident/20250517018259A), May 17, 2025: Seamax Aircraft Ltda SEAMAX M-22, Dahlgren, VA, Destroyed. PIC had landed and water taxied to a local dock. PIC was pressured by individuals not to dock and to depart. Two attempts at takeoff were unsuccessful due to… ## Docket (10 files) The files NTSB released with the investigation on March 18, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=200177. 57.5 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19366153&FileExtension=pdf&FileName=Pilot%27s%206120%20Accident%20Report_N154RL_Redacted-Rel.pdf - Video of accident 1 (item 2, AVI, 22.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19366720&FileExtension=avi&FileName=prtr-aafuze%20north-97.73-Rel.avi - Video of accident 2 (item 3, AVI, 11.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19367652&FileExtension=avi&FileName=prtr-machine%20gun%20range-192.101-Rel.avi - Examination report (item 4, PDF, 10 pages, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19373020&FileExtension=pdf&FileName=Examination%20Report_N154RL-Rel.pdf - Maintenance records excerpts (item 5, PDF, 5 pages, 5.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19368332&FileExtension=pdf&FileName=N154RL%20Logbooks%20Excerpts_Redacted-Rel.pdf - Recorder specialist e-mail report (item 6, PDF, 1 page, 9.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19367642&FileExtension=pdf&FileName=Engine%20Control%20Unit%20Email%20Report-Rel.pdf - Data plots (item 7, PDF, 4 pages, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19367855&FileExtension=pdf&FileName=ERA25LA203_Data_Plots-Rel.pdf - Tabular data logs (item 8, CSV, 504 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19368037&FileExtension=csv&FileName=DataLogs_Combined-Rel.csv - Photo array_wreckage and examination (item 9, PDF, 8 pages, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19369175&FileExtension=pdf&FileName=Photo%20Array_Wreckage%20and%20Exam-Rel.pdf - Evidence control form (item 10, PDF, 1 page, 100 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19411750&FileExtension=pdf&FileName=Evidence%20Control%20Form_ECU_Redacted-Rel.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.