# NTSB SEA02LA045: Gunderson Floatmaster, N2425D, Elma, WA, February 27, 2002 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 27, 2002, 15:30 local (23:30 UTC) - Place: Elma, WA - Coordinates: 47.099796, -123.390205 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=47.0998&lon=-123.3902&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report May 28, 2002 - Report: Approved by Office Director - Parties: FAA-FSDO - NTSB case key (mKey): 54296 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA02LA045 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54296/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54296 - Page: https://openairdocs.org/ntsb/SEA02LA045 ## Probable cause Loss of engine power for undetermined reasons. Soft terrain was a factor. ## Analysis The pilot reported that while turning from downwind to base leg, the engine surged, coughed, then quit. The pilot tried unsuccessfully to restart the engine. Unable to reach the runway, the pilot initiated a forced landing to an open field. During the landing roll on the soft terrain, the aircraft nosed over. During the post-accident inspection of the engine, no evidence was found to indicate a mechanical failure or malfunction. Local weather conditions indicated carburetor icing conditions favorable for serious icing at cruise or climb power. The pilot reported that he had been using carburetor heat. ## Factual narrative On February 27, 2002, approximately 1530 Pacific standard time, an experimental Gunderson Floatmaster, N2425D, registered to and operated by the pilot as a 14 CFR Part 91 personal flight, nosed over in a field during an off airport emergency landing near Elma, Washington. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was substantially damaged and the commercial pilot, the sole occupant, was not injured. The flight departed from Rochester, Washington, about 30 minutes prior to the accident. During a telephone interview, the pilot reported that while turning from downwind to base leg for landing on runway 25, the engine surged, coughed, then quit. The pilot attempted unsuccessfully to restart the engine by adjusting the throttle and mixture control, and rocking the wings. Unable to reach the runway, the pilot initiated a forced landing to an open marshy field. The aircraft landed about 1/4 mile short of the airport and nosed over during the landing roll. The right wing and the right side lift strut were substantially damaged. The pilot reported that the aircraft had accumulated a total flight time of 42.2 hours at the time of the accident. The last annual inspection was accomplished on October 14, 2001, and the aircraft had flown .7 hours since the inspection. The pilot stated that since it had been awhile since the aircraft was flown, during the pre-flight inspection, he checked and drained the fuel system at the low point as well as at the gascolator. The engine was started and ran for about 15 minutes, the pilot switched fuel tanks to ensure fuel flow, and checked the magnetos and carburetor heat prior to takeoff. A Federal Aviation Administration Inspector from the Seattle, Washington, Flight Standards District Office, inspected the engine and reported "Inspection of the engine found compression, spark, and fuel flow to the carburetor, with normal resistance noted during rotation of the engine, and no unusual noises." The fuel system strainer was inspected and found free of contaminants. Fuel flow was noted to the strainer. The top spark plugs displayed normal to rich combustion deposits. One discrepancy was noted regarding the installation of the attaching hardware for the carburetor mixture control, in that the associated castellated nut did not have a cotter pin installed, and was found loose. The lever could be moved by hand at the carburetor without movement of the control cable. However, normal movement of the mixture control arm was noted by actuation of the mixture control cable in the cockpit. The inspector reported that during a conversation with the pilot regarding the weather, the pilot initially reported the weather was 50 degrees and clear. Later, when asked about the use of carburetor heat, the pilot reported "I heard there was ice in the surrounding area, and applied carb heat." Weather obtained from Hoquiam, Washington, located 20 nautical miles west of the accident site, reported at 1622, a temperature of 45 degrees F, and dew point of 37 degrees F. The attached carburetor icing chart indicates conditions favorable for serious icing at cruise or climb power. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, approach - vfr pattern - base turn - reason for occurrence undetermined (cause) - weather condition - carburetor icing conditions - Forced landing, emergency descent/landing - Nose over, landing - roll - terrain condition - soft (contributing factor) ## Aircraft - Registration: [N2425D](https://openairdocs.org/aircraft/N2425D), registered now, S/N 001 (OpenAirDocs) - Reported make and model: Gunderson Floatmaster - Registry model: [Gunderson Cleon Henry FLOATMASTER](https://openairdocs.org/model/gunderson-cleon-henry-floatmaster) (registry code 05608YV) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 001 - Airframe hours: 42 - Engines: Lycoming O-360 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Cleon H. Gunderson - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, October 14, 2001, 1 hours before - Departed: 8W9, Rochester, WA - Destination: 4W8, Elma, WA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 69; injuries: none; commercial; airplane ratings: single-engine land, single-engine sea, multi-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; last flight review February 23, 2001; seat: front; flight hours: 14,300 total, 42 in this make and model, 8,220 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 310° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: 3,100 ft overcast - Temperature: 45 °F, dew point 37 °F - Altimeter: 30.35 inHg - Observed at: HQM, 20 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 20020227003249A](https://openairdocs.org/incident/20020227003249A), Feb 27, 2002: Amtr FLOATMASTER, Elma, WA, No damage. (-23) Pilot stated that during approach to Elma airport, the aircraft engine lost power, and could not be restarted. He further stated he changed fuel tanks,… ## Other investigations on N2425D (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB FTW71DRG41](https://openairdocs.org/ntsb/FTW71DRG41), Oct 23, 1970: Cessna 170B (N2425D), Austin, TX, substantial damage ## Docket (3 files) The files NTSB released with the investigation on April 5, 2002, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54296. 349 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 259 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390547&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Record of Visit (item 2, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390548&FileExtension=.PDF&FileName=Record%20of%20Visit-Redacted.PDF - Carburetor Icing Probability Chart (item 3, .PDF, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40147404&FileExtension=.PDF&FileName=Carburetor%20Icing%20Probability%20Chart-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date; 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.