# NTSB GAA15CA086: Consolidated Aeronautics Lake LA 4 200, N613LC, Glenwood, MN, May 22, 2015 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: May 22, 2015, 12:30 local (17:30 UTC) - Place: Glenwood, MN - Coordinates: 45.650833, -95.388885 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.6508&lon=-95.3889&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Dragged wing/rotor/float/other](https://openairdocs.org/ntsb-events/093) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report July 8, 2015 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA FSDO - NTSB case key (mKey): 91234 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA15CA086 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/91234/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=91234 - Page: https://openairdocs.org/ntsb/GAA15CA086 ## Probable cause The pilot's improper lateral/ bank level off during the landing flare, which resulted in the right wing impacting the water and a subsequent loss of control. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Consolidated Aeronautics LAKE LA-4-200, 7 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=2400108), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: lateral/bank control](https://openairdocs.org/ntsb-findings/01062023): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Consolidated Aeronautics LAKE LA-4-200, 1 case](https://openairdocs.org/ntsb-findings/01062023/cases.md?model=2400108), [All aircraft, 390 cases](https://openairdocs.org/ntsb-findings/01062023/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Dragged wing/rotor/float/other](https://openairdocs.org/ntsb-events/093) (defining event); cases with it: [Consolidated Aeronautics LAKE LA-4-200, 2 cases](https://openairdocs.org/ntsb-events/093/sequence.md?model=2400108), [All aircraft, 319 cases](https://openairdocs.org/ntsb-events/093/sequence.md) - [Landing-landing roll: Loss of control on ground](https://openairdocs.org/ntsb-events/230); cases with it: [Consolidated Aeronautics LAKE LA-4-200, 5 cases](https://openairdocs.org/ntsb-events/230/sequence.md?model=2400108), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) ## Analysis The pilot of the amphibious airplane reported that he made a normal approach to landing with near glassy water conditions. Shortly after contact with the water, the right sponson separated and the right wing impacted the water, causing the airplane to spin 180 degrees and come to a stop. The pilot attempted to water taxi to shore, but the cabin area began taking on water. Before reaching the shore, the pilot and passenger decided to perform an emergency evacuation and boarded a boat that had come to provide assistance. The airplane sunk after the pilot and passenger evacuated the airplane. During a post-accident interview with the pilot, he stated that "the right wing may have dipped" during landing and reported "significant damage" to the right wing flap after the sponson separated during the touchdown. The airplane was later recovered, but the right sponson was not located. A Federal Aviation Administration Aviation Safety Inspector observed damage to the right wing at the wing root and noted the sponson detachment does not appear to have been due to any design or assembly issue. The pilot reported no mechanical malfunctions or failures with the airplane that would have precluded normal operation. The airplane sustained substantial damage to the right wing and fuselage. ## Factual narrative The pilot of the amphibious airplane reported that he made a normal approach to landing with near glassy water conditions. Shortly after contact with the water, the right sponson separated and the right wing impacted the water, causing the airplane to spin 180 degrees and come to a stop. The pilot attempted to water taxi to shore, but the cabin area began taking on water. Before reaching the shore, the pilot and passenger decided to perform an emergency evacuation and boarded a boat that had come to provide assistance. The airplane sunk after the pilot and passenger evacuated the airplane. During a post-accident interview with the pilot, he stated that "the right wing may have dipped" during landing and reported "significant damage" to the right wing flap after the sponson separated during the touchdown. The airplane was later recovered, but the right sponson was not located. A Federal Aviation Administration Aviation Safety Inspector observed damage to the right wing at the wing root and noted the sponson detachment does not appear to have been due to any design or assembly issue. The pilot reported no mechanical malfunctions or failures with the airplane that would have precluded normal operation. The airplane sustained substantial damage to the right wing and fuselage. ## Aircraft - Registration: [N613LC](https://openairdocs.org/aircraft/N613LC), registered now, S/N 873 (OpenAirDocs) - Reported make and model: CONSOLIDATED AERONAUTICS INC. LAKE LA 4 200 (200) - Registry model: [Consolidated Aeronautics LAKE LA-4-200](https://openairdocs.org/model/consolidated-aeronautics-lake-la-4-200) (registry code 2400108) (OpenAirDocs) - Registry engine: [Lycoming I0360 SER A&C](https://openairdocs.org/engine/lycoming-i0360-ser-a-c) (registry code 41511, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 873 - Year built: 1978 - Engines: Lycoming IO 360 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Prairie Sales Inc - Registered owner: Prairie Sales Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 5, 2015 - Departed: 8Y6, CLEAR LAKE, MN - Destination: GHW, GLENWOOD, MN - Equipment: Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 52; injuries: none; private; airplane ratings: single-engine sea, single-engine land; medical: class 3, with waivers/limitations; last flight review July 7, 2014; seat: left; restraint: 3-point; flight hours: 761 total, 25 in this make and model, 12 in the last 90 days, 6 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 250° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 66 °F, dew point 34 °F - Altimeter: 30.23 inHg - Observed at: KAXN, 13 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 20150522007949A](https://openairdocs.org/incident/20150522007949A), May 22, 2015: Consolidated Aeronautics Inc. LAKE LA-4-200, Glenwood, MN, Substantial damage. During a water landing, the right sponson detached from the wing which caused the pilot to lose control of the aircraft. The aircraft spun to the right,… ## Docket (7 files) The files NTSB released with the investigation on July 1, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=91234. 2.4 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=40428792&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - FAA Correspondence (item 2, .PDF, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428793&FileExtension=.PDF&FileName=FAA%20Correspondence-Redacted.PDF - Record of Conversation (Pilot in Command) (item 3, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428794&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(Pilot%20in%20Command)-Master.PDF - Record of Conversation (Pilot in Command - 2) (item 4, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428795&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(Pilot%20in%20Command%20-%202)-Master.PDF - Police Report (item 5, .PDF, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428796&FileExtension=.PDF&FileName=Police%20Report-Redacted.PDF - Photo 1 - Right Wing (Photo Courtesy of FAA) (item 6, .PDF, 141 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428797&FileExtension=.PDF&FileName=Photo%201%20-%20Right%20Wing%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photo 2 - Right Wing Overview (Photo Courtesy of FAA) (item 7, .PDF, 128 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428798&FileExtension=.PDF&FileName=Photo%202%20-%20Right%20Wing%20Overview%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.