# NTSB SEA99LA161: Wild Goose A1, N3451, Keizer, OR, September 10, 1999 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: September 10, 1999, 15:20 local (22:20 UTC) - Place: Keizer, OR - Coordinates: 45.010219, -123.010337 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.0102&lon=-123.0103&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report November 2, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 47390 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA99LA161 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/47390/pdf - Page: https://openairdocs.org/ntsb/SEA99LA161 ## Probable cause A loose fuel line fitting resulted in a loss of engine power. An intentional wheels down landing was a factor. ## Analysis The pilot reported that during the cruise climb, the engine suddenly experienced a short roughness and partial power loss. The engine then regained full power, followed by a complete power loss. The pilot was unable to restart the engine and a forced landing was initiated to an open field. As the aircraft continued to descend, the pilot realized that he would not make the field and diverted to the river. The pilot had been utilizing the amphibian aircraft as a land plane and had not retracted the landing gear after departure. There was not enough time to hand crank the landing gear up. Therefore, the aircraft landed with the gear extended. During the landing on the water, the aircraft nosed over. Post-crash inspection of the engine found a loose fuel line fitting to the fuel pump. ## Factual narrative On September 10, 1999, at 1520 Pacific daylight time, an experimental amphibian Wild Goose A1, N3451, registered to and operated by the pilot as a 14 CFR Part 91 personal flight, experienced a loss of engine power shortly after takeoff from Salem, Oregon. The pilot initiated a forced landing to a river near Keizer, Oregon. During the water landing, the aircraft nosed over. Visual meteorological conditions prevailed at the time and no flight plan was filed. The airplane was substantially damaged. The private pilot and pilot-rated passenger were not injured. The flight had departed from Salem about 20 minutes prior to the accident for a local flight. During a telephone interview and subsequent written statement, the pilot reported that during the cruise climb with full power applied, the engine suddenly experienced a short roughness and partial power loss. The engine then regained full power, followed by a complete power loss. The second pilot set the aircraft's attitude for best glide, while the first pilot applied carburetor heat and checked the engine gauges and fuel controls. The second pilot turned the aircraft toward an open field, while the first pilot continued to try and restart the engine. The engine would not start. As the aircraft continued to descend, the pilots realized that because of obstructions, the airplane would not make the open field. The pilot then diverted to the river. The pilot stated that he was utilizing this aircraft as a land plane, and had not retracted the landing gear after takeoff. During the emergency descent, there was not enough time to hand crank the landing gear up before touchdown on the water. The aircraft touched down on the water with the landing gear extended. During the landing, the airplane nosed over. After the aircraft was recovered from the river, a Federal Aviation Administration Inspector from the Hillsboro, Oregon, Flight Standards District Office, inspected the engine. During the inspection, a fuel line fitting to the fuel pump was found loose. The inspector also noted that the fuel lines were of a non-standard aviation quality/size material. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, climb - to cruise - fuel system,line fitting - loose part/bolt/nut/clamp/etc (cause) - Forced landing, emergency descent/landing - Nose over, landing - roll - wheels down landing in water - intentional, pilot in command (contributing factor) ## Aircraft - Registration: [N3451](https://openairdocs.org/deregistered/N3451-2000-09-16), registration cancelled 2000-09-16, S/N 337 (OpenAirDocs) - Reported make and model: Wild Goose A1 - Registry model: [Wild Goose 1A](https://openairdocs.org/model/wild-goose-1a) (registry code 957027S) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 337 - Airframe hours: 470 - Engines: Lycoming O-320 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Gregory A. Lambert - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, June 19, 1999, 20 hours before - Departed: SLE, SALEM, OR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 40; commercial; airplane ratings: single-engine land, multi-engine land; medical: class 3, valid medical--no waivers/lim.; seat: right; flight hours: 2,300 total, 20 in this make and model, 2,040 as pilot in command, 39 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 45 °F - Altimeter: 30.00 inHg - Observed at: SLE, 5 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 19990910026309A](https://openairdocs.org/incident/19990910026309A), Sep 10, 1999: Amtr WILDGOOSE, Keizer, OR, Substantial damage. (.19) On September 10, 1999, at 1520 pacific daylight time, an experimental amphibian wild goose A1, N3451, registered to and operated by the pilot as a 14 CFR… 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.