The pilot reported that he was attempting to land the Super Bearhawk on a lake near Sault Set Marie, Mich., and misjudged the height of the airplane above the water, which he described as “glassy.”
During the touchdown, the left float “dug in,” and the airplane subsequently nosed over.
It is likely that the glassy water conditions adversely affected the pilot’s depth perception, which led to his subsequent failure to judge the height above the water.
The NTSB determined the probable cause as the pilot’s inadequate flare during landing on water with a glassy condition, which resulted in the airplane nosing over.
NTSB Identification: CEN14LA492
This September 2014 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.
Learn from the misfortune of others
Sign up now to receive NTSB Accident Reports and GA news in your email inbox. Join 110,000+ fellow aviators.
Millimeter radars are cheap enough to install in car bumpers. Why not install them in floats with an audio signal to the pilot to indicate the height above the water?
Phil,
That is probably a great idea – and as a matter of fact – there are a gazillion cool technologies you can install on airplanes that would make flying safer, cheaper, faster, more environmentally friendly, etc. etc.
HOWEVER, first these technologies must be approved by the FAA and that means that we will either continue to use technology from the 1950s, or we will have to pay so much for an “approved” (and by then obsolete) version of cheap millimeter radar and other cool stuff that we won’t be able to afford it.
The FAA is from the government and they are here to help us…
I agree, PeterH. The FAA is the biggest obstacle to improvements in aircraft. The Bearhawk, being experimental, could do it. For example, I notice there are several ADS-B units that are relatively inexpensive but the FAA won’t allow them to be installed in certificated aircraft, however, they are approved for use in experimentals. If they do the job in experimentals, how come they won’t in a certificated aircraft?
I agree that some of these devices could be very helpful at times. However, thousands of “glassy water” approaches and landings have been made using the proper procedures. Trying to substitute technology for training, skill and proper procedures has proven to be very misguided as of late.