Cessna 180 accident near Davant, Louisiana, July 24, 2010
On July 24, 2010 at about 3:35 pm local time, a Cessna 180, registered N7812K, was substantially damaged in an accident during landing (flare/touchdown) near Davant, Louisiana. It was an instructional flight under general aviation rules (Part 91). 1 person was killed; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s improper application of the flight controls and throttle during landing, which resulted in a nose over and subsequent inverted immersion in the water. Contributing to the accident was the flight instructor’s delayed remedial action and inadequate supervision of the pilot receiving instruction.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 24, 2010 · about 3:35 pm local time
- Place
- Davant, Louisiana · map
- Type
- Accident
- Injuries
- 1 person was killed; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 180 J · all 180s on the register
- Registration
- N7812K · no longer on the register · serial 18052746
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor was preparing another pilot for an add-on rating in a seaplane. The pilot receiving instruction was flying the airplane and making a water landing to a bayou. The instructor had his hands in front of the control yoke to prevent the nose from going forward when the seaplane touched down. The seaplane touched down on the water slightly nose forward and flat and decelerated rapidly. Neither the instructor nor the pilot used a gentle back pressure on the elevator control to compensate for the tendency for the nose to drop, and they did not close the throttle in order to maintain the touchdown attitude until the seaplane came off the step (settled into a plowing attitude in the water). The instructor stated that he could not remember if the control yoke hit his hands but that he applied aft pressure on the control yoke as the seaplane flipped over slowly and became inverted and partially submerged. Postaccident examination of the seaplane revealed no preimpact mechanical failures that would have precluded normal operations.
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
What happened, in order
- Abnormal runway contact during landing (flare/touchdown) defining event
- Loss of control on ground during landing (flare/touchdown)
- Nose over/nose down during landing (flare/touchdown)
- Cabin safety event during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Incorrect use/operation
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Powerplant parameters › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- factor Personnel issues › Psychological › Attention/monitoring › Monitoring other person › Instructor/check pilot
- factor Personnel issues › Action/decision › Action › Delayed action › Instructor/check pilot
Flight instructor
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 18,663 hours in all; 3,000 in this make and model; 168 in the last 90 days; 75 in the last 30 days; 16,368 as pilot in command; 2,124 on instruments
- Last flight review: May 11, 2010
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Other crew
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 3,800 hours in all; 0 in this make and model; 62 in the last 30 days
- Last flight review: January 13, 2010
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 2,758 hours
- Last inspection: annual inspection, February 2, 2010; 68 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O470 (piston); 0 hours total
- Operator: Southern Aviation LLC
The flight
- Departed from: 65LA Belle Chase LA at 3:20 pm
- Destination: 65LA Belle Chase LA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 040° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 8,000 ft; a few clouds at 3,000 ft
- Temperature: 84°F (29°C), dew point 72°F (22°C)
- Altimeter: 30.06 inHg
- Observation at 3:55 pm from KNBG, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 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 N7812K 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.