Above photo of the accident aircraft taken right before they headed out on the accident flight. 
Additional participating entity:
Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
http://registry.faa.gov/N1400P
Location: Oshkosh, WI
Accident Number: CEN17FA287
Date & Time: 07/27/2017, 1943 CDT
Registration: N1400P
Aircraft: AEROFAB INC LAKE LA 4 250
Aircraft Damage: Substantial
Defining Event: Aerodynamic stall/spin
Injuries: 2 Fatal, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal
Analysis
The airline transport pilot, a pilot-rated passenger, and a second passenger arrived at the seaplane base midday and planned to depart later that afternoon. When they returned to the airplane to depart, the pilot spent time draining the left sponson tank of water and fuel and replacing a missing inspection cover on the left wing. Before departing, seaplane base staff warned the pilot that the water conditions had deteriorated and took the pilot out on a boat to observe the conditions firsthand. The observed wave height was estimated 1 1/2 to 2 ft and exceeded the maximum demonstrated wave height for the accident airplane, which was 18 inches. The pilot initially agreed that the water conditions were too poor; however, he later elected to depart with a tailwind despite the unsuitable water conditions and strong objections of seaplane base staff and other seaplane pilots. According to witnesses, the pilot demonstrated a strong resistance to the advice of those who he interacted with throughout the afternoon.
The airplane was towed out of the harbor by boat. The pilot indicated several times he was going to start the engine while still being towed but had to be told to wait. The pilot started the engine as soon as the boat and tow line were clear, applied takeoff power within about 10 seconds of the engine starting, and immediately departed downwind. The airplane accelerated on the water for about 60 seconds before it began pitching up and down, rose steeply out of the water, then rolled over to the left. The left wing impacted the water and the airplane spun left and sank. The pilot-rated passenger was able to egress, while the pilot and the other passenger were pulled from the airplane by first responders who witnessed the accident and responded immediately. Video footage of the accident, and the wreckage examination all corroborated that the engine was performing normally and the wing flaps were retracted throughout the takeoff.
The airplane flight manual (AFM) stated that the wing flaps are to be extended for all takeoffs and landings, and a checklist stating the same was posted in a visible location on the instrument panel. Although the pilot-rated passenger recalled the pilot verbalizing that the flaps were in the down position before takeoff, evidence indicates the flaps were never extended during the takeoff sequence. The pilot-rated passenger, who was a flight instructor and had provided the pilot seaplane instruction, also provided a statement contrary to the AFM that flaps did not have to be extended for takeoff. It could not be determined whether the pilot was taught this during his flight instruction and elected to take off with the flaps retracted, or if he overlooked this step from the checklist. However, the circumstances of the accident are consistent with the pilot rushing to depart and failing to ensure the airplane was properly configured with flaps extended before taking off. Additionally, the pilot elected to take off with unfavorable water and wind conditions despite the advice from other pilots that he not do so. The pilot's decision to takeoff with unfavorable water conditions and a tailwind, combined with his failure to lower the flaps for takeoff, likely contributed to the airplane stalling as soon as it became airborne and resulted in a loss of control.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to properly configure the airplane for takeoff and his decision to takeoff with a tailwind in unfavorable water conditions, which resulted in the airplane entering an aerodynamic stall and the pilot losing control.
Findings
Aircraft
TE flap control system - Incorrect use/operation (Cause)
Airspeed - Not attained/maintained (Cause)
Angle of attack - Not attained/maintained (Cause)
Personnel issues
Weather planning - Pilot (Cause)
Use of checklist - Pilot (Cause)
Decision making/judgment - Pilot (Cause)
Aircraft control - Pilot (Cause)
Environmental issues
Tailwind - Decision related to condition (Cause)
Tailwind - Effect on operation (Cause)
Choppy surface - Decision related to condition (Cause)
Choppy surface - Effect on operation (Cause)
Factual Information
History of Flight
Prior to flight
Preflight or dispatch event
Takeoff
Aerodynamic stall/spin (Defining event)
Collision with terr/obj (non-CFIT)
On July 27, 2017, at 1943 central daylight time, an Aerofab, Inc., Lake LA-4-250 amphibious airplane, N1400P, was substantially damaged when it impacted water during takeoff from Vette/Blust Seaplane Base (96WI), Oshkosh, Wisconsin. The airline transport pilot and one passenger were fatally injured, and the pilot-rated passenger received minor injuries. The airplane was owned by the pilot who was operating it under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the accident site about the time of the accident, and no flight plan was filed for the personal flight, which was originating at the time of the accident with an intended destination of Southwest Regional Airport, Marshall, Minnesota.
The harbormaster and the chairman of the seaplane base both provided statements that indicated that the airplane arrived at 96WI about 1230 on the day of the accident. After landing, the pilot requested assistance during taxi because the left wing sponson was taking on water. Boats were used to tow the airplane to the seabase.
The pilot and two passengers departed the seaplane base and returned about 2 hours later. Around 1430 the pilot was taken to his airplane while it was moored in the bay. He started the engine while the airplane was stilled tied to a mooring plug and the airplane began to turn in a circle. When the volunteer boat crew stopped him and asked what he was trying to do he was very argumentative and said, "you can't prevent me from leaving with my aircraft." The volunteer proceeded to explain he simply wanted to help and that he wasn't going to be able to move the airplane unless he untied from the mooring plug. The airplane was then untied and towed to the ramp where the pilot drained water from the left sponson. Four to five gallons of fuel was also drained from the left sponson fuel tank (a separate tank isolated inside the sponson). At this time an inspection cover was discovered missing from the underside of the left wing, outboard of the sponson. A field repair was made to cover the hole. The airplane was subsequently moored and appeared to sit normally in the water. No additional issues were noted with the sponson taking on water prior to the airplane departing for the accident flight.
After the accident pilot drained the sponson, seaplane base personnel and other pilots expressed concern to the accident pilot regarding the rough water conditions and attempted to discourage him from departing. In order to convince the pilot of the conditions, the harbormaster and chairman took the pilot out on the lake by boat to observe the water conditions. The harbormaster described the waves being 1 ½ to 2 ft at that time. The chairman stated that the pilot indicated on two occasions during the boat ride that the waves were too big and the water conditions were unacceptable. The pilot later said he would take off parallel to the swells in a northwesterly direction. The chairman questioned the pilot as to why he would take off in that direction, since it would clearly be a downwind takeoff in large wave conditions. The chairman then told the pilot . "you will never get airborne with a Lake, with full fuel, three passengers, heavy wave conditions and downwind - never!" The chairman showed the pilot that all the seaplanes moored at the base were pointing southeast, into the wind. The pilot then asked to be taken back to the dock and to have the airplane fueled. The airplane's main tanks were fueled, but no fuel was put into either sponson tank.
The pilot later approached the seaplane base staff and indicated that he was ready for departure. The harbormaster towed the seaplane from the dock, through a narrow gap from the base to the bay referred to as "the cut", and into the bay outside the seabase. The pilot told the harbor master he was going to start the engine as the plane was being towed through the cut, and the harbormaster held up a finger to indicated not yet and to wait a minute (see figure 1). According to the harbormaster, the pilot asked to start the engines several more times as the airplane was still under tow, and the harbormaster indicated to him to wait each time. Once the tow ropes were disconnected and the harbormaster moved out of the way, the pilot started the engine, which "went to full power" very soon thereafter. The sound of the engine starting and accelerating for takeoff can be heard on audio from a video taken before and during the accident. About 10 seconds elapsed between when the sound of the engine starting is heard and the sound of the engine power increasing is heard. The engine continues to run at high power throughout the takeoff and impact sequence.
The airplane began its takeoff run with the wing flaps retracted from the bay toward the northwest immediately after the engine power increased. Video of the takeoff showed the airplane accelerate across the water for about 60 seconds before it porpoised up and down two to three times and the nose rose steeply out of the water (see figure 2). The airplane then rolled to the left and the left wing impacted the water. The airplane subsequently spun to the left and turned about 180°. The nose entered the water and the airplane subsequently started to sink. The pilot-rated passenger was able to egress the airplane; the other two occupants were extracted by first responders who saw the accident and responded immediately to the airplane.
The pilot-rated passenger recalled the pilot verbalizing that the flaps were down and the trim indicator was "in the green" prior to starting the takeoff.
Figure 1 - Photo, extracted from unknown witness video
Figure 2 - Witness photo obtained from Kathryn's Report websitePilot Information
Certificate: Airline Transport; Flight Instructor
Age: 84, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 05/01/2016
Occupational Pilot:
Last Flight Review or Equivalent:
Flight Time: 33467 hours (Total, all aircraft)
Pilot-Rated Passenger Information
Certificate: Flight Instructor; Commercial
Age: 73, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2
Last FAA Medical Exam: 11/01/2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 2443 hours (Total, all aircraft), 150 hours (Total, this make and model)
Pilot
The pilot, who was the owner of the airplane, was issued a third class Federal Aviation Administration (FAA) medical certificate on May 30, 2016, with limitations for corrective lenses and the use of hearing amplification. The certificate was not valid for any class after May 2017. At the time of the examination, the pilot reported 33,467 total hours of flight experience, with 30 hours civilian flight experience in the previous 6 months.
An FAA Form 8700-2, Comprehensive Medical Examination Checklist for a BasicMed medical certificate was found in the pilot's belongings. The checklist was completed; however, the checklist was not signed by a physician and no record was found that the checklist had been submitted to the FAA or that the BasicMed application process had been completed.
The pilot's flight logbook was recovered from the accident scene, but most entries were illegible due to water damage. One legible page contained a summary of flight time that indicated 33,309 total hours flight experience, 19,700 hours in single-engine airplanes, and 888 hours in single-engine seaplanes.
Pilot-Rated Passenger
The pilot-rated passenger told investigators he had about 3,000 total flight hours, 1,600 hours as a flight instructor, and about 150 hours in Lake LA-4-250 (Renegade) airplanes. He stated that he had provided the pilot with seaplane instruction and had conducted about 100 water landings in Lake Renegade airplanes. He also stated water takeoffs could be performed with the flaps retracted in the Lake Renegade.
Aircraft and Owner/Operator Information
Aircraft Make: AEROFAB INC
Registration: N1400P
Model/Series: LAKE LA 4 250 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1983
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 3
Landing Gear Type: Amphibian; Hull; Tricycle
Seats:
Date/Type of Last Inspection:
Certified Max Gross Wt.: 3150 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: LYCOMING
ELT:
Engine Model/Series: IO-540 SER
Registered Owner: On file
Rated Power: 0 hp
Operator: On file
Operating Certificate(s) Held: None
The elevator trim system is a hydraulic system. The hydraulic valves are opened and closed mechanically when the trim control is moved in the cockpit, which drives the hydraulic actuator located in the elevator which changes the position of the trim tab. There is a trim position indicator in the cockpit collocated with the trim control.
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KOSH, 782 ft msl
Distance from Accident Site: 3 Nautical Miles
Observation Time: 0053 UTC
Direction from Accident Site: 303°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 80°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30 inches Hg
Temperature/Dew Point: 24°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Oshkosh, WI (96WI)
Type of Flight Plan Filed: None
Destination: MARSHALL, MN (MML)
Type of Clearance: None
Departure Time: CDT
Type of Airspace:
Airport Information
Airport: VETTE/BLUST (96WI)
Runway Surface Type: Water
Airport Elevation: 750 ft
Runway Surface Condition: Rough; Water--choppy
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None
Wreckage and Impact Information
Crew Injuries: 1 Fatal, 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal, 1 Minor
Latitude, Longitude: 43.955833, -88.498889
The wreckage was located about 0.7 mile northwest of the reported takeoff starting point. The airplane remained intact and came to rest in about 15 ft of water. The right wing was partially buried in mud under the water. The airplane was recovered 4 days after the accident and taken to a secure location for examination. Both left and right wing spars exhibited buckling. The right wingtip was bent upward into the right aileron and the fuselage exhibited buckling deformation immediately forward of the empennage. Continuity was verified between all control surfaces and the cockpit flight controls. The landing gear handle was in the UP position and the landing gear were found retracted. The flap lever was found in the UP position and the flaps were retracted.
The takeoff trim position indicator was near the neutral position and within the green band range for takeoff, and the takeoff trim tab was in a position close to or at its maximum up position. Continuity was verified from the Trim Tab to the indicator in the cockpit. The trim tab was in the full up position, and the trim control and indicator was near the neutral (no trim up or down) position on the indicator.
No preimpact anomalies were noted that would have prevented normal operation of the airplane or engine.
Medical Information
The Fond du Lac County Medical Examiner, Fond du Lac, Wisconsin, performed an autopsy of the pilot. The cause of death was determined to be an anoxic brain injury due to near drowning. The results for toxicology testing performed at the FAA Forensic Sciences Laboratory were negative for all tested-for substances.
Additional Information
The Airplane Flight Manual (AFM) for the Lake L-250 "NORMAL OPERATING PROCEDURES" states:
NOTE: Flaps are used for all takeoffs and landings.
Step 14 of the Before Takeoff checklist in the AFM also states: Wing flaps – DOWN.
During the wreckage examination, a printed checklist for a water landing and takeoff was found affixed to the instrument panel in a prominent location visible to the pilot. It stated in part, Flaps – Down.
The AFM also states,
WATER OPERATION – The maximum demonstrated wave height is 18" (trough to crest). This figure does not necessarily represent the limiting value for the airplane, which depends on the judgement of the pilot concerning airplane loading, wind conditions, wave height and form, and his own level of proficiency.
The FAA handbook for Seaplane operations, FAA-H-8083-23, states the following regarding the effects of water conditions on operations,
"Even relatively small waves and swell can complicate seaplane operations. Takeoffs on rough water can subject the floats to hard pounding as they strike consecutive wave crests. Operating on the surface in rough conditions exposes the seaplane to forces that can potentially cause damage or, in some cases, overturn the seaplane. When a swell is not aligned with the wind, the pilot must weigh the dangers posed by the swell against limited crosswind capability, as well as pilot experience."
According to an experienced Lake instructor pilot, a water takeoff with a 2 ft sea state is unadvisable unless the pilot is experienced. He also stated a rule of thumb taught to inexperienced pilots is to retard the throttle immediately during a water takeoff if the airplane starts porpoising and you feel one "thump" when the fuselage makes contact with the water. Experienced pilots should to retard the throttle immediately during a water takeoff if they feel 2-3 "thumps". He also stated that a takeoff downwind is never a good idea on the water, particularly in [the sea state present during the accident takeoff]. "A take off without flaps, downwind, in [the sea state present during the accident takeoff] is a disaster in the making."
14 CFR Part 91: General Aviation
Accident occurred Thursday, July 27, 2017 in Oshkosh, WI
Aircraft: AEROFAB INC LAKE LA 4 250, registration: N1400P
Injuries: 2 Fatal, 1 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On July 27, 2017, at 1943 central daylight time, an Aerofab INC. Lake LA-4-250 amphibious airplane, N1400P, impacted water during takeoff. The pilot and one passenger were fatally injured, and the pilot rated passenger received minor injuries. The airplane was substantially damaged. The airplane was registered to, and operated by a private individual as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the accident site about the time of the accident, and the flight was operated without a flight plan. The flight was originating from Vette/Blust Seaplane Base (96WI), Oshkosh, Wisconsin, and its destination was Southwest Regional Airport (MML), Marshall, Minnesota.
The airplane arrived at 96WI about 1230 on the day of the accident. The airplane landed on Lake Winnebago to the south of the seaplane base and the pilot requested assistance during taxi because the airplane was taking on water in the left wing sponson. Boats were utilized to assist the airplane to the dock area. The left wing sponson was subsequently drained of water and the sponson fuel tank, which was a separate tank isolated inside the sponson, was also emptied. The airplane was subsequently moored and the airplane appeared to sit normally in the water. No additional issues were noted with the airplane or sponson taking on water prior to the airplane departing for the accident flight.
Personnel present at 96WI expressed concern to the pilot regarding the rough water conditions later in the afternoon. At one point the pilot was taken out on the lake by boat to observe the conditions on the lake. A witness onboard the boat described the waves being 1 ½ to 2 ft at that time. The pilot then asked to be taken back to the dock and to have the airplane fueled. The airplane was refueled, but no fuel was put into either sponson tank.
The pilot later approached the sea base staff and indicated he was ready for departure. The harbor master towed the seaplane from the dock, through a narrow gap from the base to the bay referred to as "the cut", and into the bay outside the sea base. The pilot told the harbor master he was going to start the engine as the plane was being towed through the cut, and the harbor master held up a finger to indicated not yet and to wait a minute. The pilot reportedly asked him to start the engines several more times as the airplane was still under tow before the tow rope had been disconnected, and the harbor master indicted to him to wait each time. Once the tow ropes were disconnected and the harbor master moved out of the way to the side, the pilot started the airplane engine and the airplane "went to full power within two seconds."
The airplane began its takeoff run immediately from the bay and departed to the northwest. Video of the takeoff showed the airplane porpoised two to three times, the nose rose steeply out of the water, and the airplane rolled to the left and the left wing struck the water. The airplane subsequently spun to the left and the airplane settled back to the right as it turned approximately 180 degrees, and the right wing was driven into the water. The nose of the airplane entered the water and the airplane subsequently started to submerge. The pilot-rated passenger was able to extricate himself from the airplane and the other two occupants were extracted by first responders. Swells in the lake were described as 1 to 1 ½ feet high at the time of the accident.
Review of video and photo evidence documenting the takeoff revealed the airplane's wing flaps were in the up position during takeoff. The flaps and flap lever were found in the "up" position during examination of the wreckage. The takeoff trim tab was in a position close to, or at, maximum up. The takeoff trim position indicator was within the green band range for takeoff near the neutral position. No preimpact anomalies preventing normal operation of the airplane were noted during the examination of the airframe and engine.
Above photo of the accident aircraft taken right before they headed out on the accident flight.
Diane M. Linker
March 13, 1946 – July 28, 2017
Memorial services celebrating the life of Diane M. Linker, 71, of Sauk Rapids will be held at 7:00 p.m. on Monday, August 7, 2017 at the Daniel Funeral Home Chapel in St. Cloud. Diane passed away unexpectedly on Friday, July 28, 2017. Visitation will begin at 4:00 p.m. on Monday at the Daniel Funeral Home in St. Cloud. Diane was born on March 13, 1946 in Tyler, Minnesota to Leslie and Phyllis (Bornitz) Williams. She married Earle Stelling in 1964 and they moved to California where they resided for over twenty years. She returned to Minnesota in 1997. Diane was employed at DBL Labs until retirement. Diane was an avid flower gardener and mirror collector. She also enjoyed casino trips, playing cards and board games, spending time outdoors and above all treasured time with family and friends; most recently spending time with her companion, Allen on many excursions. She will be remembered for her adventurous spirit, fun sense of humor, love of the color red and of Elvis Presley. Diane is survived by her children; Kevin (Kris) Stelling of St. Cloud; Lisa Stelling (Meridith Grosse and her son Mathew) of Mounds View; loving companion, Allen Stanlake of St. Martin; brother and sister, Darrell (Linda) Williams of Balaton, Pam Quilici of Bloomington; and niece, Dawn Hutson of Maryland. She was preceded in death by her parents; former husband, Earle; sister, Delores Williams.
Ray Johnson
December 28, 1932 - July 31, 2017
MARSHALL — Ray Johnson, 84, of Marshall passed away on Monday, July 31, 2017, in Wisconsin, as the result of an aviation accident. Since Ray loved a good fly-in breakfast, funeral services are 10 a.m. Saturday at the Southwest Minnesota Regional Airport – Ryan Field Marshall (KMML) in Marshall with a pancake breakfast to follow. Burial will be in the Marshall Cemetery, Marshall. Fellow pilots are invited to fly in to celebrate Ray’s life — airplane parking will be available. Visitation will be from 4-8 p.m. today at Living Word Lutheran Church in Marshall. A prayer service is scheduled for 7 p.m. Visitation will continue one hour prior to the service Saturday at the Airport. Military honors are by Marshall American Legion, Post 113. Raymond Carlton Johnson, Jr. was born Dec 28, 1932, in New Ulm to Raymond and Ruth (Habberstad) Johnson. He was baptized and confirmed at the Brighton Methodist Church and grew in faith to a young man on the family farm, “Home Acres” near Klossner. Eager to follow his older brothers in service to their country, Ray joined the Minnesota National Guard in 1949, even before graduating from New Ulm High School in 1950. He was activated in January 1951, and served during the Korean war in Korea. Ray was honorably discharged from the army in March of 1953. He headed to Minneapolis with a buddy to get a job and worked as an office machine repairman for several months. Growing weary of the city, he decided to rejoin his brothers and father in operation of the family farm. Shortly thereafter, he met the love of his life, Marlys Minnie Thormodson. They were united in marriage on June 23, 1956. Five children were born to them: Melanie, Melissa, Ross, Paul, and Peter. The couple shared over 61 years of marriage together. Ray initially farmed for six years and during that time he developed a passion for aviation, taking his first flying lesson in 1958. He bought his first airplane in 1958 and, in 1962, he moved his young and growing family to Tracy, where he established Tracy Air Service. While there, Ray and Marlys were active at Tracy Lutheran Church, raising their children in the faith and Ray served on the church council and other church capacities. In 1974, Ray and Marlys purchased the aviation business in Marshall and established their life in Marshall where they currently resided. It was in Marshall that their aviation business, Midwest Aviation, flourished and evolved into larger operations. Ray’s business encompassed multiple areas of aviation: flight instruction – wherein he shared his passion and dedication to fledgling pilots, air charter, crop spraying, scheduled flight service, maintenance shop, airport base operator, and aircraft sales were all aspects of his business. Additionally, Ray was a designated FAA pilot examiner for over 46 years, certifying nearly 3,000 pilots. Ray personally logged over 42,000 hours of flight time. After successfully operating and promoting aviation for 50-plus years, Ray was honored by being inducted into the Minnesota Aviation Hall of Fame in 2013. Ray and Marlys belonged to, and are charter members of Living Word Lutheran Church in Marshall. Ray was a member of the American Legion, Veterans of Foreign Wars, Minnesota Trades Association, Minnesota Aerial Applicators Association, Minnesota Seaplane Pilots, Lake Amphibious Flyers Club, Aircraft Owners and Pilots Association, and Experimental Aircraft Association. Ray lived a faith-filled life with devotion to God and his family. He will be deeply missed by family and the large flying community he helped to foster. He is survived by his beloved wife, Marlys Johnson of Marshall; five children, Melanie Johnson (Ken Sporre) of St. James, Melissa (and Dave) Werpy of Miltona, Ross Johnson of Stillwater, Paul (and Jenell) Johnson of Dayton, Pete (and Lynne) Johnson of Lynd; 10 grandchildren, Tiffany (Lucus) Sandbo of St. James, Ashley (and Bob “Rob”) Gohr of Mountain Lake, Seth Werpy of Miltona, Jonas (and Betsy) Werpy of Lino Lakes, Andrea (and Adam) Walstrom of St. Louis Park, Antonio Delfino of St. Paul, Jennifer Johnson of Dayton, Eric (and Lauren Stafne) Johnson of New Hope, Abby Johnson of Lynd, Natalie Johnson of Lynd; nine great-grandchildren; brother, Merton Johnson of Mankato; nieces, nephews, other relatives, and many friends. He was preceded in death by his parents, Raymond and Ruth Johnson; and four siblings: Ruthie Johnson, Dorothy Gifford, Calvin Johnson, and Karen Gagen. He flies with angels now … Blessed be his memory. In lieu of flowers, Memorials preferred to: First Responders – City of Oshkosh Fire Department; Mercy Medical Center – Oshkosh, Wis.; and Living Word Lutheran Church – Marshall. Memorials received by the family will be directed similarly. Arrangements by Hamilton Funeral Home Marshall, Minnesota.
OSHKOSH, Wis. (WBAY) - Update: Officials have identified the woman who died on Thursday in the seaplane crash on Lake Winnebago.
The Winnebago County Sheriff's office says 71-year-old Diane M. Linker of Sauk Rapids Minnesota died in the crash.
Officials did not provide any new information about the other two occupants injured in the plane crash.
Authorities say three people from Minnesota were on the Lake Renegade seaplane, leaving to return to Minnesota. Winnebago County Sheriff's Office responded to the incident at 7:45 p.m. on Thursday.
Witnesses tell Action 2 News the plane was taking off but barely left the water when it tipped over near seaplane base. Winnebago County Sheriff's Lt. David Roth said the water was choppy and the plane was possibly taken over by a bigger wave and ended up flipping over.
Two people were trapped on the plane. The third was able to get out when the door opened in the crash. Two suffered critical injuries; the third person's injuries are described as "not life-threatening."
One of the first responders -- a diver, we're told -- suffered a cut to the hand and a burn from fuel in the water.
The sheriff's office estimate the plane was going about 70 knots (80 miles per hour) when it crashed.
Photos during the rescue show the plane almost completely submerged. Authorities say the plane will remain in the water until Friday morning.
EAA spokesman Dick Knapinski said the National Transportation Safety Board and Federal Aviation Administration are investigating the crash.
He also said flights are still going in and out of the seabase and no delays due to the crash. Knapinski said the last incident on the lake in relation to the EAA AirVenture was July 2011, when a plane traveling from event had engine issues over the lake and ended up crashing into Lake Winnebago. It killed the two people on board.
Police have blocked off the road to the seaplane base, which is off Highway 45 south of Wittman Regional Airport. The base is used by pilots attending EAA AirVenture.
The U.S. Coast Guard, Oshkosh Fire Department and people from the seaplane base assisted.
NTSB is doing a water investigation. They will be pulling the plane out of the water when they are done and take it to a secure hangar to continue investigating.
OSHKOSH (WLUK) -- A seaplane has been removed from Lake Winnebago four days after it crashed during EAA AirVenture.
The crash last Thursday fatally injured 71-year-old Diane Linker of Sauk Rapids, Minnesota. The pilot and the other passenger were also injured.
EAA officials said the plane had taken off from the convention's seaplane base when it hit a wave and crashed into the lake.
The crash itself happened off EAA grounds.
Divers worked to pull the seaplane from the muddy depths of Lake Winnebago Monday.
"It made it a little trickier, how they handled the aircraft with the extra weight, the water and mud seeped into the aircraft," said Dan Baker, Investigator, with the National Transportation Safety Board (NTSB).
Baker says recovering the plane took around two hours,"This one was intact, so all they had to do was hook on it, and pull it out."
He continued to explain, that a full crash investigation will now be conducted, "Right now, the plan is to take the aircraft back to a secure storage location on the airfield."
Baker says the agency will be looking at a number of potential causes, including mechanics, experience of the pilot, and environmental conditions, "We take all that, put it together, after we gather all that information, that will give us a pretty clear picture of what happened."
As the wreckage was hauled away, Baker says the quick removal process, will help expedite the investigation,"This was very efficient equipment to do the job, it didn't take very long at all."
NTSB says it will have an update later this week, but the full report could take up to a year to finish.
Story and video ► http://fox11online.com
The crash last Thursday fatally injured 71-year-old Diane Linker of Sauk Rapids, Minnesota. The pilot and the other passenger were also injured.
EAA officials said the plane had taken off from the convention's seaplane base when it hit a wave and crashed into the lake.
The crash itself happened off EAA grounds.
Divers worked to pull the seaplane from the muddy depths of Lake Winnebago Monday.
"It made it a little trickier, how they handled the aircraft with the extra weight, the water and mud seeped into the aircraft," said Dan Baker, Investigator, with the National Transportation Safety Board (NTSB).
Baker says recovering the plane took around two hours,"This one was intact, so all they had to do was hook on it, and pull it out."
He continued to explain, that a full crash investigation will now be conducted, "Right now, the plan is to take the aircraft back to a secure storage location on the airfield."
Baker says the agency will be looking at a number of potential causes, including mechanics, experience of the pilot, and environmental conditions, "We take all that, put it together, after we gather all that information, that will give us a pretty clear picture of what happened."
As the wreckage was hauled away, Baker says the quick removal process, will help expedite the investigation,"This was very efficient equipment to do the job, it didn't take very long at all."
NTSB says it will have an update later this week, but the full report could take up to a year to finish.
Story and video ► http://fox11online.com
OSHKOSH - One person has died after the amphibious airplane she was in crashed the night before on Lake Winnebago, authorities confirmed.
A female passenger died Friday as a result of the crash, Winnebago County Chief Deputy Coroner Chris Shea said. Authorities are not releasing the woman's name, pending notification of her family.
The six-seat Lake Renegade carrying three people from Minnesota was going about 80 mph when it hit a “large wave” and overturned, just before 8 p.m. Thursday near the Experimental Aircraft Association's Seaplane Base, just south of Oshkosh, EAA spokesman Dick Knapinski said.
One passenger was able to escape the wreck, while two others were trapped inside, according to the Winnebago County Sheriff's Office.
Four people were hurt in the incident, including the three Minnesota residents on board the plane and a member of the Winnebago County sheriff's dive team.
One of the people on board was expected to be released from the hospital Friday morning, Knapinski said. The two other victims were in critical condition Thursday night.
A spokesman for ThedaCare said Friday morning that a ThedaStar helicopter flew one person from the crash to University of Wisconsin Hospital in Madison.
The identities of the plane's pilot and passengers were unknown Friday morning.
The National Transportation Safety Board and Federal Aviation Administration are investigating the crash. Keith Holloway, a media relations specialist with the NTSB, said Friday that a preliminary report will likely be released within 10 days.
“At this point, we don’t determine the cause of the crash,” Holloway said.
Investigator Dan Baker of the National Transportation Safety Board says the victim died Friday. Winnebago County Chief Deputy Coroner Chris Shea says the woman was a passenger. Her name was not released.
Baker says a third injured person is out of the hospital.
The seaplane hit a wave upon takeoff before it crashed into Lake Winnebago Thursday night, according to a spokesman for the Experimental Aircraft Association.
The plane was taking off from the seaplane base at EAA, which is holding its annual AirVenture fly-in convention this week in Oshkosh.
The Federal Aviation Administration and National Transportation Safety Board are investigating the crash.
http://fox11online.com
WINNEBAGO COUNTY, Wis. (WLUK) - Three people suffered injuries after a seaplane crashed near EAA AirVenture.
Two people are in critical condition and a third received minor injuries.
The crash happened Thursday evening near the seaplane base in Black Wolf. That's just outside Oshkosh.
Emergency vehicles blocked off the road into EAA's seaplane base Thursday. Authorities told FOX 11 News one of the planes flipped over into Lake Winnebago.
"I do know the plane was attempting to take off. Lake Winnebago is rough at this point in time," explained Winnebago County Sheriff's Lt. David Roth.
Video and photos we have show some of the first responders, but do not appear to show the seaplane that went down. That happened farther offshore.
Roth said it's unclear what exactly caused the crash. He told us, however, three people were inside when it went down.
"Two of the occupants were trapped in the plane. One of the occupants was able to get out when the door opened when it crashed. The other two had to be taken out of the plane," Roth explained.
Roth told FOX 11 News a first responder was also hurt.
"He received a cut on the hand and he was burned by the fuel in the water," said the lieutenant.
According to Roth, the people on the plane are all from Minnesota. They were attempting to head back that way when the crash happened.
We're told the FAA and the NTSB are investigating this crash.
Authorities said the plane will likely be removed from the water some time Friday. Local first responders and the Coast Guard helped with rescue efforts. Divers did get in the water to make sure no one else was in the plane.
Raymond Carlton Johnson Jr.
December 28, 1932 - July 31, 2017
Diane M. Linker
March 13, 1946 – July 28, 2017
The National Transportation Safety Board traveled to the scene of this accident.
Additional participating entity:
Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
http://registry.faa.gov/N1400P
Above photo of the accident aircraft taken right before they headed out on the accident flight. -Kathryn's Report
Location: Oshkosh, WI
Accident Number: CEN17FA287
Date & Time: 07/27/2017, 1943 CDT
Registration:N1400P
Aircraft: AEROFAB INC LAKE LA 4 250
Aircraft Damage: Substantial
Defining Event: Dragged wing/rotor/float/other
Injuries: 2 Fatal, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal
On July 27, 2017, at 1943 central daylight time, an Aerofab, Inc., Lake LA-4-250 amphibious airplane, N1400P, was substantially damaged when it impacted water during takeoff from Vette/Blust Seaplane Base (96WI), Oshkosh, Wisconsin. The airline transport pilot and one passenger were fatally injured, and the pilot-rated passenger received minor injuries. The airplane was owned by the pilot who was operating it under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the accident site about the time of the accident, and no flight plan was filed for the personal flight, which was originating at the time of the accident with an intended destination of Southwest Regional Airport, Marshall, Minnesota.
The harbormaster and the chairman of the seaplane base both provided statements that indicated that the airplane arrived at 96WI about 1230 on the day of the accident. After landing, the pilot requested assistance during taxi because the left wing sponson was taking on water. Boats were used to tow the airplane to the seabase.
The pilot and two passengers departed the seaplane base and returned about 2 hours later. Around 1430 the pilot was taken to his airplane while it was moored in the bay. He started the engine while the airplane was stilled tied to a mooring plug and the airplane began to turn in a circle. When the volunteer boat crew stopped him and asked what he was trying to do he was very argumentative and said, "you can't prevent me from leaving with my aircraft." The volunteer proceeded to explain he simply wanted to help and that he wasn't going to be able to move the airplane unless he untied from the mooring plug. The airplane was then untied and towed to the ramp where the pilot drained water from the left sponson. Four to five gallons of fuel was also drained from the left sponson fuel tank (a separate tank isolated inside the sponson). At this time an inspection cover was discovered missing from the underside of the left wing, outboard of the sponson. A field repair was made to cover the hole. The airplane was subsequently moored and appeared to sit normally in the water. No additional issues were noted with the sponson taking on water prior to the airplane departing for the accident flight.
After the accident pilot drained the sponson, seaplane base personnel and other pilots expressed concern to the accident pilot regarding the rough water conditions and attempted to discourage him from departing. In order to convince the pilot of the conditions, the harbormaster and chairman took the pilot out on the lake by boat to observe the water conditions. The harbormaster described the waves being 1 ½ to 2 ft at that time. The chairman stated that the pilot indicated on two occasions during the boat ride that the waves were too big and the water conditions were unacceptable. The pilot later said he would take off parallel to the swells in a northwesterly direction. The chairman questioned the pilot as to why he would take off in that direction, since it would clearly be a downwind takeoff in large wave conditions. The chairman then told the pilot . "you will never get airborne with a Lake, with full fuel, three passengers, heavy wave conditions and downwind - never!" The chairman showed the pilot that all the seaplanes moored at the base were pointing southeast, into the wind. The pilot then asked to be taken back to the dock and to have the airplane fueled. The airplane's main tanks were fueled, but no fuel was put into either sponson tank.
The pilot later approached the seaplane base staff and indicated that he was ready for departure. The harbormaster towed the seaplane from the dock, through a narrow gap from the base to the bay referred to as "the cut", and into the bay outside the seabase. The pilot told the harbor master he was going to start the engine as the plane was being towed through the cut, and the harbormaster held up a finger to indicated not yet and to wait a minute (see figure 1). According to the harbormaster, the pilot asked to start the engines several more times as the airplane was still under tow, and the harbormaster indicated to him to wait each time. Once the tow ropes were disconnected and the harbormaster moved out of the way, the pilot started the engine, which "went to full power" very soon thereafter. The sound of the engine starting and accelerating for takeoff can be heard on audio from a video taken before and during the accident. About 10 seconds elapsed between when the sound of the engine starting is heard and the sound of the engine power increasing is heard. The engine continues to run at high power throughout the takeoff and impact sequence.
The airplane began its takeoff run with the wing flaps retracted from the bay toward the northwest immediately after the engine power increased. Video of the takeoff showed the airplane accelerate across the water for about 60 seconds before it porpoised up and down two to three times and the nose rose steeply out of the water (see figure 2). The airplane then rolled to the left and the left wing impacted the water. The airplane subsequently spun to the left and turned about 180°. The nose entered the water and the airplane subsequently started to sink. The pilot-rated passenger was able to egress the airplane; the other two occupants were extracted by first responders who saw the accident and responded immediately to the airplane.
The pilot-rated passenger recalled the pilot verbalizing that the flaps were down and the trim indicator was "in the green" prior to starting the takeoff.
Figure 1 - Photo, extracted from unknown witness videoFigure 2 - Witness photo obtained from Kathryn's Report websitePilot Information
Certificate: Airline Transport; Flight Instructor
Age: 84, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 05/01/2016
Occupational Pilot:
Last Flight Review or Equivalent:
Flight Time: 33467 hours (Total, all aircraft)
Pilot-Rated Passenger Information
Certificate: Flight Instructor; Commercial
Age: 73, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2
Last FAA Medical Exam: 11/01/2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 2443 hours (Total, all aircraft), 150 hours (Total, this make and model)
Pilot
The pilot, who was the owner of the airplane, was issued a third class Federal Aviation Administration (FAA) medical certificate on May 30, 2016, with limitations for corrective lenses and the use of hearing amplification. The certificate was not valid for any class after May 2017. At the time of the examination, the pilot reported 33,467 total hours of flight experience, with 30 hours civilian flight experience in the previous 6 months.
An FAA Form 8700-2, Comprehensive Medical Examination Checklist for a BasicMed medical certificate was found in the pilot's belongings. The checklist was completed; however, the checklist was not signed by a physician and no record was found that the checklist had been submitted to the FAA or that the BasicMed application process had been completed.
The pilot's flight logbook was recovered from the accident scene, but most entries were illegible due to water damage. One legible page contained a summary of flight time that indicated 33,309 total hours flight experience, 19,700 hours in single-engine airplanes, and 888 hours in single-engine seaplanes.
Pilot-Rated Passenger
The pilot-rated passenger told investigators he had about 3,000 total flight hours, 1,600 hours as a flight instructor, and about 150 hours in Lake LA-4-250 (Renegade) airplanes. He stated that he had provided the pilot with seaplane instruction and had conducted about 100 water landings in Lake Renegade airplanes. He also stated water takeoffs could be performed with the flaps retracted in the Lake Renegade.
Aircraft and Owner/Operator Information
Aircraft Make: AEROFAB INC
Registration: N1400P
Model/Series: LAKE LA 4 250 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1983
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 3
Landing Gear Type: Amphibian; Hull; Tricycle
Seats:
Date/Type of Last Inspection:
Certified Max Gross Wt.: 3150 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: LYCOMING
ELT:
Engine Model/Series: IO-540 SER
Registered Owner: On file
Rated Power: 0 hp
Operator: On file
Operating Certificate(s) Held: None
The elevator trim system is a hydraulic system. The hydraulic valves are opened and closed mechanically when the trim control is moved in the cockpit, which drives the hydraulic actuator located in the elevator which changes the position of the trim tab. There is a trim position indicator in the cockpit collocated with the trim control.
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KOSH, 782 ft msl
Distance from Accident Site: 3 Nautical Miles
Observation Time: 0053 UTC
Direction from Accident Site: 303°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 80°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30 inches Hg
Temperature/Dew Point: 24°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Oshkosh, WI (96WI)
Type of Flight Plan Filed: None
Destination: MARSHALL, MN (MML)
Type of Clearance: None
Departure Time: CDT
Type of Airspace:
Airport Information
Airport: VETTE/BLUST (96WI)
Runway Surface Type: Water
Airport Elevation: 750 ft
Runway Surface Condition: Rough; Water--choppy
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None
Wreckage and Impact Information
Crew Injuries: 1 Fatal, 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal, 1 Minor
Latitude, Longitude: 43.955833, -88.498889
The wreckage was located about 0.7 mile northwest of the reported takeoff starting point. The airplane remained intact and came to rest in about 15 ft of water. The right wing was partially buried in mud under the water. The airplane was recovered 4 days after the accident and taken to a secure location for examination. Both left and right wing spars exhibited buckling. The right wingtip was bent upward into the right aileron and the fuselage exhibited buckling deformation immediately forward of the empennage. Continuity was verified between all control surfaces and the cockpit flight controls. The landing gear handle was in the UP position and the landing gear were found retracted. The flap lever was found in the UP position and the flaps were retracted.
The takeoff trim position indicator was near the neutral position and within the green band range for takeoff, and the takeoff trim tab was in a position close to or at its maximum up position. Continuity was verified from the Trim Tab to the indicator in the cockpit. The trim tab was in the full up position, and the trim control and indicator was near the neutral (no trim up or down) position on the indicator.
No preimpact anomalies were noted that would have prevented normal operation of the airplane or engine.
Medical Information
The Fond du Lac County Medical Examiner, Fond du Lac, Wisconsin, performed an autopsy of the pilot. The cause of death was determined to be an anoxic brain injury due to near drowning. The results for toxicology testing performed at the FAA Forensic Sciences Laboratory were negative for all tested-for substances.
Additional Information
The Airplane Flight Manual (AFM) for the Lake L-250 "NORMAL OPERATING PROCEDURES" states:
NOTE: Flaps are used for all takeoffs and landings.
Step 14 of the Before Takeoff checklist in the AFM also states: Wing flaps – DOWN.
During the wreckage examination, a printed checklist for a water landing and takeoff was found affixed to the instrument panel in a prominent location visible to the pilot. It stated in part, Flaps – Down.
The AFM also states,
WATER OPERATION – The maximum demonstrated wave height is 18" (trough to crest). This figure does not necessarily represent the limiting value for the airplane, which depends on the judgement of the pilot concerning airplane loading, wind conditions, wave height and form, and his own level of proficiency.
The FAA handbook for Seaplane operations, FAA-H-8083-23, states the following regarding the effects of water conditions on operations,
"Even relatively small waves and swell can complicate seaplane operations. Takeoffs on rough water can subject the floats to hard pounding as they strike consecutive wave crests. Operating on the surface in rough conditions exposes the seaplane to forces that can potentially cause damage or, in some cases, overturn the seaplane. When a swell is not aligned with the wind, the pilot must weigh the dangers posed by the swell against limited crosswind capability, as well as pilot experience."
According to an experienced Lake instructor pilot, a water takeoff with a 2 ft sea state is unadvisable unless the pilot is experienced. He also stated a rule of thumb taught to inexperienced pilots is to retard the throttle immediately during a water takeoff if the airplane starts porpoising and you feel one "thump" when the fuselage makes contact with the water. Experienced pilots should to retard the throttle immediately during a water takeoff if they feel 2-3 "thumps". He also stated that a takeoff downwind is never a good idea on the water, particularly in [the sea state present during the accident takeoff]. "A take off without flaps, downwind, in [the sea state present during the accident takeoff] is a disaster in the making."
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