Aerofab Inc. LAKE LA-4-250 accident near Wise, North Carolina, July 4, 1998
On July 4, 1998 at about 3:00 pm local time, a Aerofab Inc. LAKE LA-4-250, registered N1401P, was substantially damaged in an accident near Wise, North Carolina. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper turn during the takeoff that resulted in dragging the sponson. A factor was the rough water caused by the boat wake.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 4, 1998 · about 3:00 pm local time
- Place
- Wise, North Carolina
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerofab Inc. LAKE LA-4-250 LAKE LA-4-
- Registration
- N1401P · no longer on the register · serial 12
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while attempting a water takeoff from Lake Gaston, in Halifax County, North Carolina, the airplane encountered a boat wake. A right turn was made to parallel the wake, resulting in dragging the right sponson, and a water loop ensued. The FAA Advisory Circular 61-21A-Flight Training Handbook discusses the forces that act on a seaplane during a crosswind takeoff. It states that the crosswind pushes the airplane sideways, acting along with the friction of the airplane on the water causing the airplane to weathervane into the wind. The turn is aggravated by the occurrence of centrifugal force. This is opposed by the water reaction on the hull and if strong enough and, in combination with the wind may cause the seaplane to tip, submerging the downwind float and causing the wing to strike the water. This is known as a 'water loop'.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea
- Flight time: 180 hours in all; 43 in this make and model; 51 in the last 90 days; 16 in the last 30 days; 165 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 888 hours
- Last inspection: annual inspection, May 25, 1998; 50 hours since
- Maximum gross weight: 3,150 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Departed from: NONE at 3:00 pm
- Destination: N51 Readington NJ
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 6 statute miles
- Sky: overcast at 20,000 ft; scat at 3,500 ft
- Temperature: 91°F (33°C), dew point 21°F (-6°C)
- Altimeter: 30.00 inHg
- Observation at 2:51 pm from RDU, 55 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N1401P the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.