According to the pilot, night was approaching when he landed the Cessna 185 seaplane on a lake near Northeast Carry, Maine, and taxied to shore to discover he was at the wrong destination.
He began to taxi along the shore, but then decided to takeoff again to regain his bearings and land at his intended destination.
At the time of the takeoff, night had already fallen, the moon was full, there were no clouds, and lighting was flat. Surface conditions were “full glass” with no ripples, and the airplane’s navigation lights and landing lights were illuminated.
The pilot flew the airplane out over the lake, intending to make a 180° turn and land back towards a dock. During the final turn, he lost “visual height reference,” and after leveling the wings, he set up for a low-sink-rate, glassy water landing.
He thought the airplane was about 100 feet above the water when it was only “mere feet” above the surface, which the airplane impacted at a high speed and a high sink rate.
Upon impact, the floats tore off the airplane, which then nosed over. Both occupants exited, and as they were swimming to shore, they were picked up by a boat.
FAA publication FAA-H-023 states, “night landings in seaplanes on open water are extremely dangerous with a high possibility of damage or loss of the seaplane. A night landing should only be performed in an extreme emergency when no other options are available.” It also notes that glassy water conditions can make accurate depth perception very difficult, even for experienced pilots.
The NTSB determined the probable cause as the pilot’s improper decision to takeoff for an intended night water landing, and his subsequent loss of depth perception during that landing attempt.
NTSB Identification: ERA14CA021
This October 2013 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Better to be on the lake wishing you were in the air than in the air wishing you were on the lake!!
Why not use the last altimeter setting upon 1st landing and retain that for the next destination landing. I have float time myself but never any night ops.
This shortened summary of the accident reads somewhat confusing. It reads to indicate that the second landing was on the same lake. The altimeter setting was not the issue in this landing mishap. The lake elevation obviously didn’t change during his takeoff and subsequent mishap. The altimeter could have been set to the QFE such that it showed zero altitude when on the lake’s surface after the first landing which would have aided visual depth perception for the second attempted landing. Can’t say if its still being done but for some commercial pax ops the procedure has been to set one of the two altimeters to the QFE for the touchdown zone such that it indicates zero altitude upon touchdown. In any case a glassy smooth water surface can be difficult for visually determining height during daylight conditions as well as nighttime.