N13KLBeriev Aircraft BE-103 · 2003

On October 30, 2009, about 1030 eastern daylight time, an amphibious Beriev Aircraft Company Be-103, N13KL, was substantially damaged during a water landing in the Biscayne Bay near Miami, Florida. The airline transport pilot-rated owner and the two passengers were not injured. The local personal flight departed Opa-Locka Executive Airport (OPF), Miami, Florida at 1000, and was operated under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the flight.

According to the pilot, the purpose of the flight was to demonstrate the airplane to the two passengers. After takeoff, when he retracted the landing gear, two of the three gear position indication lights signaled that the gear was retracted, but the right gear position light indicated that the landing gear was still in transit. The pilot then re-cycled the landing gear, and all three lights indicated that the landing gear was retracted. After an otherwise normal flight, the pilot decided to demonstrate a water landing in Biscayne Bay. On touchdown, the right side of the airplane "dragged," and then the left wing of the airplane struck the water abnormally. This resulted in an "abrupt heading change of about 60 degrees," and a sudden stop, but the airplane remained afloat. Persons on a commercial tow boat operating in the area witnessed the accident and motored to the airplane. The pilot and passengers deplaned onto the boat.

Witnesses reported that while the airplane was coming in to land, they observed that one of the landing gear wheels was down. They could not provide any additional detail.

FAA records indicated that the pilot held an airline transport certificate with airplane single and multi-engine land and sea ratings, as well as multiple type ratings. He also held a flight instructor certificate with airplane single- and multi-engine ratings, and a mechanic certificate with airframe, powerplant and inspection authorization ratings. His most recent FAA first-class medical certificate was issued in November 2008, at which time he reported 26,000 total hours of civilian flight experience.

The airplane was designed and manufactured in Russia. According to the manufacturer's web site, the airplane was a "multipurpose amphibious...monoplane with low-set water-displacement wing with a root strake, all-moving horizontal tail located in the propeller blow zone, and tricycle landing gear." The site also noted that a "unique feature of the amphibious aircraft includes implementation of a water-displacement wing concept, which improves seaworthiness and stability when moving on water." The airplane was equipped with two Teledyne Continental IO-360 piston engines that were mounted on horizontal pylons above the rear part of the center wing section, and variable-pitch three-blade reversible propellers.

The 1053 recorded weather observation at OPF, located about 8 miles northwest of the accident site, reported winds from 100 degrees at 7 knots, 10 miles visibility, clear skies, temperature 29 degrees C, dew point 22 degrees C, and an altimeter setting of 30.03 inches of mercury.

According to information provided by the Federal Aviation Administration (FAA) inspector who responded to the accident scene, the left wing of the airplane sustained substantial damage. The outboard section of the wing, beginning at the juncture between the flap and the aileron, was bent down approximately 20 degrees, and twisted approximately 10 degrees leading-edge down. The skin was buckled, cracked, and torn in the region of the bend. The fuselage skin outboard of the right forward nose gear door was torn by the door hinge brackets, due to over-travel of the door. The airplane was otherwise undamaged.

After the accident, the airplane sat unwashed for approximately three weeks before it was examined in detail by a certificated mechanic and an inspector from the FAA. NTSB personnel did not examine the airplane. The visual inspection revealed a considerable amount of salt crust on portions of the landing gear mechanism. It was also noted that one landing gear up-latch springs (of four total, two per side) was stretched. As part of the examination, the landing gear system was cycled several times. Initially, the motion appeared to be resisted by the contamination of the joints, but after several cycles, the landing gear operated normally, and correct indications of landing gear position by the cockpit gear-position lights were observed. Despite repeated requests of the personnel involved in the examination, no additional details were provided for the investigation.