Seldovia

The pilot stated that, during takeoff in the float-equipped airplane, he saw the left float begin to move into his peripheral vision from the left cockpit window and the airplane began to yaw to the left. The left wing subsequently impacted the water and the airplane nosed over, separating the right wing from the fuselage. The passengers consistently reported choppy water conditions at the time of the accident; one passenger reported that white caps were visible on the ocean waves in the distance. The passengers said that, during the takeoff, the airplane impacted a swell or wave and nosed over abruptly, and the cabin rapidly filled with water. Examination of the float assembly revealed fractures in the left front flying wire attachment fitting and the right rear flying wire attachment strap and hole elongation in the left rear flying wire attachment fitting. Additionally, the bolts attaching the two left flying wire attachment fittings to the left float were bent, and the two flying wires that had been attached to the fractured attachment fitting and attachment strap were buckled. While some areas of corrosion were observed on the fractured left forward fitting, the total area of corrosion was a small percentage of the total cross-section, and the remainder of the fracture and associated deformation of the lug was consistent with ductile overstress fracture. Similar areas of corrosion were also observed on each of the intact flying wire attachment fittings. Post-accident testing completed by the float manufacturer revealed that buckling of flying wires similar to that observed on the accident airplane was only reproduced at strap and fitting failure loads above 9,000 pounds force; the design specification load was 3,453 pounds of force. This indicates that the small amount of corrosion present on the fractured flying wire attachment fitting did not reduce its loadcarrying capability below the design specification load of 3,453 pounds of force, and that both the flying wire attachment fitting and flying wire attachment strap fractured due to overload. Therefore, it is likely that the accident airplane floats were subject to forces that exceeded their design limitations, resulting in overload of the flying wires attached to the left float. It is also likely that, given the lack of damage on either float, the force was due to impact with an ocean wave or swell and not by striking an object.

According to the pilot, he was flying the second airplane in a flight of two about 1 mile behind the lead airplane. The lead airplane pilot reported to him, via the airplane's radio, that he had encountered decreasing visibility and that he was making a 180° left turn to exit the area. The pilot recalled that, after losing sight of the lead airplane, he made a shallow climbing right turn and noticed that the terrain was rising. He recalled that he entered the clouds for a few seconds and "at that moment I ran into the trees which I never saw coming." The airplane sustained substantial damage to both wings. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. The pilot reported that the temperature was 60°F with 8 miles visibility and 1,500-eeft ceilings. The nearest METAR was about 1 mile away and reported that the temperature was 54°F, dew point was 52°F, visibility was 8 statute miles with light rain, and ceiling was broken at 500 feet and overcast at 1,500 feet.

After touchdown at Seldovia Airport, the airplane encountered difficulties to stop within the remaining distance, overran, hit obstacles and went down an embankment before coming to rest. All four occupants were rescued while the aircraft was damaged beyond repair.