WPR11FA103

The pilot did not confirm retraction of the landing gear before landing on water as a result of distraction. Contributing to the accident was the pilot coping with the death of a close family member in the days before the accident, which resulted in a self-reported disruption in the quality of sleep.

According to the pilot, he was part of a flight of three amphibious float-equipped airplanes flying to a nearby lake after departure from a land-based airport. The pilot reported that this was his first time landing on the lake and that he was in trail behind the other two airplanes. The other two airplanes landed successfully, and as he approached the lake for a landing between the wakes made by the other airplanes, his son distracted him and he forgot to retract the landing gear for the water landing. He said that during touchdown, the nose of the airplane dipped. When he reached to retract the flaps and applied back pressure, the airplane nosed over, became submerged and subsequently filled with water. During a follow-up interview with the pilot, he reported that he does use a checklist, but could not recall raising the landing gear, verifying its position prior to landing or hearing the audible landing gear position-warning alert. Postaccident examination of the recovered airplane revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. The pilot reported that 12 days prior to the accident flight, he had suffered a loss of a close family member. The pilot stated that after the accident, he realized that coping with this loss affected his ability to focus his attention and degraded the quality of his sleep in the days before the event. The pilot further stated that it had been more clear to him post accident, as his "sleep deprivation had become very obvious." With the pilot's attention focused on the two aircraft previously landing on the lake and engaged conversation with his passenger, it is likely that the pilot's attention was diverted from verifying the landing gear position prior to the water landing. In addition, the pilot’s loss of a close family member in the days before the accident likely degraded his performance.

HISTORY OF FLIGHT On January 22, 2011, about 1357 Pacific standard time, an amphibious float-equipped, Cessna T206H airplane, N142HF, sustained substantial damage when it nosed over during landing on Lake Goodwin near Stanwood, Washington. The airplane was registered to Juneau-Tempe Asset Management LLC., Anchorage, Alaska, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The airline transport rated pilot was not injured and his one passenger was fatally injured. Visual meteorological conditions prevailed and no flight plan had been filed for the personal flight. The flight originated from the Arlington Municipal Airport (AWO), Arlington, Washington, about five minutes prior to the accident with an intended destination of Anacortes, Washington. During an interview with the National Transportation Safety Board investigator-in-charge (IIC) and in written statements, the pilot reported that he departed AWO as part of a flight of three airplanes with the intention of performing one landing on Lake Goodwin prior to continuing to Anacortes. The pilot said that he was the third airplane of a flight of three and that the accident flight was his first time landing in Lake Goodwin. Following a normal takeoff from AWO, his son engaged him in conversation throughout the short duration flight. As the flight approached Lake Goodwin, he observed the other two airplanes he was following land uneventfully on Lake Goodwin and he setup for landing between both wakes created by the other airplanes. The pilot began the descent for landing thinking the airplane was properly configured for a water landing and engaged full flaps and reduced power. The pilot stated that while on short final, his son engaged him in conversation and that as he anticipated touchdown, the nose of the airplane dipped. As the pilot reached to retract the flaps and pull the yoke back, the nose of the airplane dipped a second time. Subsequently, the airplane flipped over upside-down, and became submerged within the lake. During a follow-up interview, the pilot reported that he always used a checklist that he typically kept in the map pocket or on the dash of the instrument panel. On the day of the accident however, he did not recall raising the landing gear or verifying its position prior to landing, nor did he recall hearing the audible landing gear position warning alert. The pilot further reported that the windshield imploded on impact, and a wave of water entered the cockpit area, submerging his head and upper body instantly. He said that with the water rapidly rising up to his chest, he had the impression that they were sinking deep into the lake. The pilot attempted to locate his son's seatbelt release as well as open the door; however, he began "gulping water." The pilot stated that he did not recall being able to feel anything with his hands, and his next conscious thought was when the second half of his body from the waist down was exiting the pilot side window. The pilot said that he did not know how he got out, and doesn't recall disconnecting his seatbelt. The pilot recalled that he remembered popping up out of the water, ripping the cord on his life vest, and observing two individuals in a boat alongside the airplane. Multiple witnesses located near Lake Goodwin reported observing three airplanes approach and land on the lake. One witness reported that as the third airplane was approaching the lake, he observed the landing gear in an extended position. Another witness located on the lake in a boat reported that after witnessing the accident, they immediately went to the downed airplane. The witness said that another person aboard his boat jumped into the water to attempt to get the passenger out, however was unable to do so. The witness then jumped into the water, attempting to rescue the passenger. The witness stated that he was able to see the passenger, however, was unable to get him out of the airplane because he was unable to release the seatbelt. Local law enforcement reported that prior to the diver arriving, multiple citizens attempted to gain access to the airplane in an attempt to rescue the passenger. Due to the cold water temperature and reduced underwater visibility, the first responders were only able to dive into the water once or twice before the diver arrived. PERSONNEL INFORMATION The pilot, age 55, held an airline transport certificate with airplane multiengine land, airplane single-engine land, airplane single-engine sea ratings. A second-class airman medical certificate was issued on November 27, 2009, with no limitations stated. Review of the pilot's logbook revealed that as of his most recent entry, dated January 26, 2011, he had accumulated 4,213.4 total flight hours, of which 474.15 hours were in the seaplane category. Within the previous 90 days to the accident, the pilot had logged 4.7 hours and 2 hours within the previous 30 days to the accident in the accident make/model airplane. In a written statement submitted to the NTSB IIC on April 12, 2011, the pilot reported that he felt that the impact of a loss of a family member 12 days before the accident could have affected his cognitive abilities. The pilot stated that after the accident, he realized his sleep patterns had been disrupted and recalled not being able to get his day started as early as he wanted to on the day of the accident. The pilot said that he felt that he was not getting as much "good sleep" even though he spent that same amount of time in bed each night. He further stated that his "sleep deprivation became very obvious" after the accident. AIRCRAFT INFORMATION The two-seat, high-wing, retractable-gear amphibious float equipped airplane, serial number (S/N) T20608142, was manufactured in 1999. It was powered by a Rolls Royce 250-B17F/2 turbine engine, serial number CAE-881337, rated at 450 shaft horse power, driving a Hartzell variable pitch propeller; model HC-B3TF-7A/T10173FNK-11R, serial number EXA1450. The airplane was equipped with two forward facing crew seats in the cockpit, a main entry door on the left side of the cockpit, and a modified entry door per Supplemental Type Certificate (STC) SA1470GL on the right side of the cockpit. A cargo door was also located on the right side of the fuselage aft of the right cockpit entry door. The left front and right front inside door latch handles have three positions, lock, close, and open. When the handle is in the lock position, the door cannot be opened from the outside, however, in the closed and open position, the door can be opened from the outside. Review of the airplane’s maintenance records revealed that the most recent annual inspection was completed on February 17, 2010, at an airframe total time of 715.9 hours, engine total time of 132.3 hours, and a HOBBS time of 132.3 hours. Review of the Wipaire, Inc. Pilot Operating Handbook/Airplane Flight Manual Supplement for Amphibian Operations in the Cessna C206H with Wipline Model 3450 amphibian floats revealed that in section 4, titled Checklist Procedures, Takeoff on Land, item 8, states "Landing Gear – RETRACT." The Before Landing on Water checklist states: 1. Landing Gear – UP. 2. Landing Gear Lights – 4 BLUE (check on). 3. Landing Gear Position – CONFIRM VISUALLY. 4. Water Rudders – UP. 5. Wing Flaps – 40 Degrees. 6. Airspeed – 75-85 KIAS. Section 7, Airplane & Systems Descriptions, subpart Amphibian, item "B" states in part "… A set of four blue lights (one for each wheel) indicates gear up position and a set of four green lights indicates gear down position. The four blue lights indicate gear up and locked. The four lights of each color are the means of identifying that the landing gear is locked in the up or down position. There are visual indicators also." METEOROLOGICAL INFORMATION A review of recorded data from the Arlington Municipal Ai