Onalaska, TX, USA
N830DA
AIR TRACTOR INC AT-802A
The pilot was participating in firefighting operations and reported seven water tank re-fills (scoops) from the lake from the accident location before he stopped to refuel. Upon returning for the eighth scoop, the wind had increased, and the lake surface conditions were rougher than before. The pilot found it difficult to fill the water tank in the rough surface conditions and decided to abort his scoop run early. He closed the water filling scoops while trying to keep the nose of the airplane straight. He added power and rudder and had not transitioned to flight when the nose veered uncontrollably, and the airplane rotated almost 180°. The floats separated from the airplane and the right wing struck the water and sustained substantial damaged. Examination of the airplane revealed no mechanical malfunctions or anomalies that would have precluded normal operation. Damage signatures did not indicate the airplane hit an object in the water. Recorded data showed the propeller rpm decreased to zero over three seconds, followed by the airplane rotating 153° to the right. A weather report from a nearby airport showed gusty wind conditions and the terminal aerodrome forecast (TAF) predicted thunderstorms in the vicinity around the time of the accident.
On August 9, 2022, about 1709 central daylight time, an Air Tractor AT-802A, N830DA, was substantially damaged when it was involved in an accident on Lake Livingston, near Onalaska, Texas. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial firefighting flight. According to the pilot, he was flying as part of a formation of three firefighting airplanes that had been dispatched to a fire between Groveton and Corrigan, Texas. After 7 water “scooping” iterations, the flight of three refueled, then returned to the lake to “scoop” more water. The pilots noted that the wind had changed and estimated the wind to be at least 20 knots. The lake looked rougher than before, but they agreed it looked workable. The accident pilot stated that the approach and touchdown were normal, but the water was “very choppy.” The pilot decided to abort the water scooping run early because of the lake’s rough surface conditions. He raised the scoops while trying to keep the nose of the airplane straight. He described the airplane at this point as being solidly on the water and not transitioning. He continued to add power and rudder when the nose of the airplane veered uncontrollably and spun almost 180° around its vertical axis. The floats separated from the airplane and the right wing was substantially damaged. The airplane came to a stop in an upright position, the pilot egressed, swam away from it, and was rescued by a civilian boat. The airplane was recovered from the lake and examined. The examination revealed no evidence of any preimpact mechanical malfunctions or anomalies. No evidence was found to suggest that the airplane impacted an object in the lake. According to data downloaded from the airplane’s Electronics International MVP-50T electronic engine display, at 1709:02 the propeller rpm began to decrease from 1,660 rpm. At 17:09:05, the propeller rpm was at zero and over the course of the next five seconds, the airplane heading changed from 170° to 323° (about 30° per second). The reported weather conditions at Conroe/North Houston Regional Airport (CXO), Conroe, Texas, around the time of the accident included wind from 120° at 10 knots with gusts to 20 knots. The TAF for the airport predicted thunderstorms in the vicinity around the time of the accident.
The pilot’s failure to maintain directional control during takeoff from a lake in gusting wind conditions.
Source: NTSB Aviation Accident Database
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