# NTSB SEA03LA103: Cessna 172P, N9566L, Seattle, WA, June 15, 2003 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 14, 2003, 19:50 local (Jun 15, 2003, 02:50 UTC) - Place: Seattle, WA - Coordinates: 47.616111, -122.264999 - Nearby events: https://openairdocs.org/map.md?lat=47.6161&lon=-122.2650&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report March 2, 2004 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 57225 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA03LA103 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/57225/pdf - Page: https://openairdocs.org/ntsb/SEA03LA103 ## Probable cause The dual student's failure to maintain aircraft control and the flight instructor's delayed remedial action. Contributing factors were the crosswind condition and the flight instructor's lack of experience. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - on ground/water, landing - flare/touchdown - weather condition - crosswind (contributing factor) - aircraft control - not maintained, dual student (cause) - flaps - improper, dual student - lack of recent experience in type operation, pilot in command(cfi) (contributing factor) - remedial action - not performed, pilot in command(cfi) (cause) - Nose over, landing - roll ## Analysis The student conducted several takeoffs/landings in the Cessna 172P floatplane into a 9 knot southerly wind and then executed a westbound crosswind approach and landing. The instructor reported that there were no hazardous water conditions, no whitecaps or deep swells at the time. The instructor reported that the student lowered 30 degrees of flaps and established a standard descent attitude and airspeed of 65 knots. Upon touchdown the aircraft made a "strong" contact with water on the upwind float, pitched nose down and then nosed over. The operator's training manual for the 172P floatplane contained procedures and guidance for crosswind landings specifically, final approach speed in a crosswind landing should be 65 knots, with 20 degrees of flaps. The instructor reported a total of 224 hours in the Cessna 172 model aircraft of which slightly more than 6 hours were logged as instructor time (all in the Cessna 172). Additionally, his flight instructor certificate was issued two months prior to the accident. Winds at Boeing Field (six nautical miles south) of the site were reported as 160 degrees magnetic at four knots. ## Factual narrative On June 14, 2003, approximately 1950 Pacific daylight time, a Cessna 172P floatplane, N9566L, registered to/operated by Kenmore Air Harbor, and being flown by a non single-engine sea rated private pilot, accompanied by a flight instructor, sustained substantial damage, during a loss of control on landing on Lake Washington, Seattle, Washington. Neither the student nor the instructor was injured. Visual meteorological conditions existed and no flight plan had been filed. The flight, which was instructional, was operated under 14CFR91, and originated from Kenmore Air Harbor, Seattle, Washington, approximately 1930. The instructor reported (refer to attached NTSB Form 6120.1) that the student had performed several takeoffs and landings in the floatplane into a "...direct 9 knot south wind..." and then asked to perform a westbound (crosswind) landing. He indicated that the water conditions displayed no hazardous conditions with no whitecaps or deep swells. He continued reporting: "...After configuring the airplane (Carb Heat ON, Flaps 30 degrees) and establishing standard descent attitude and airspeed (65 KIAS), the student controlled the plane throughout the landing (roundout) phase and upon direct crosswind touchdown encountered what felt to be a strong impact on the upwind float, the airplane went into a nose low attitude and spun nose over in a cartwheel motion...." The instructor reported a total of 224 hours in the Cessna 172 model aircraft of which slightly more than 6 hours were logged as instructor time (all in the Cessna 172). Additionally, his flight instructor certificate was issued on April 10, 2003. The instructor reported that there was no mechanical problem with the aircraft at the time, and winds at Boeing Field (six nautical miles south) at 1953 were reported as 160 degrees magnetic at four knots. The operator provided a training manual, "Guide to the Single-Engine Sea Rating" which contained procedures and guidance for the operation of the Cessna 172P floatplane. The manual contained a subsection under "LANDINGS" entitle "Crosswind Landing" (refer to ATTACHMENT KAH G-I). Specifically, the subsection contained procedures, which stated in part "...In the Cessna 172 floatplane, final approach speed in a crosswind landing should be 65 knots, with 20 degrees of flaps...." ## Aircraft - Registration: [N9566L](https://openairdocs.org/aircraft/N9566L), registered now, S/N 17276578, built 1986 (OpenAirDocs) - Reported make and model: Cessna 172P - Registry model: [Cessna 172P](https://openairdocs.org/model/cessna-172p) (registry code 2072436) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17276578 - Airframe hours: 9094 - Engines: Lycoming O-320-D2J 160 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Kenmore Air Harbor, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 19, 2003, 45 hours before - Departed: W55, Kenmore, WA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 36; injuries: none; commercial, private, flight instructor; airplane ratings: single-engine sea, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review May 23, 2003; seat: rear; flight hours: 295 total, 224 in this make and model, 236 as pilot in command, 20 in the last 90 days, 17 in the last 30 days, 4 in the last 24 hours - Student pilot; age 32; injuries: none; private; airplane ratings: single-engine land; medical: class 2, valid medical--no waivers/lim.; last flight review September 18, 2000; seat: left; flight hours: 180 total, 180 in this make and model, 63 as pilot in command, 5 in the last 90 days, 5 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 160° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: 8,500 ft overcast - Temperature: 64 °F, dew point 48 °F - Altimeter: 30.12 inHg - Observed at: BFI, 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 20030614013289A](https://openairdocs.org/incident/20030614013289A), Jun 14, 2003: Cessna 172P, Seattle, WA, Substantial damage. (-23) The accident aircraft was being operated for instructional purposes, and the PIC instructor seated in the right seat was administering training to a… ## Other investigations on N9566L (1) 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. - [NTSB SEA98LA026](https://openairdocs.org/ntsb/SEA98LA026), Dec 24, 1997: Cessna 172P (N9566L), Kenmore, WA, substantial damage. Probable cause: the pilot's inadequately planned approach and failure to maintain directional control. The pilot's lack of total experience in kind of aircraft and haze were factors. 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.