Piper/Cub Crafters PA-18-150 accident near Long Lake, Wisconsin, September 8, 2011
On September 8, 2011 at about 3:15 pm local time, a Piper/Cub Crafters PA-18-150, registered N902CC, was substantially damaged in an accident during landing near Long Lake, Wisconsin (Long Lake airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to complete the prelanding checklist, which resulted in the landing gear wheels not being retracted for the water landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 8, 2011 · about 3:15 pm local time
- Place
- Long Lake, Wisconsin · Long Lake · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper/Cub Crafters PA-18-150 · all PA-18-150s on the register
- Registration
- N902CC · registry record · serial 9902CC
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he was performing a touch-and-go landing on a lake in his float-equipped airplane. He said that the landing gear wheels on the floats were extended, so upon touchdown the wheels contacted the water and the airplane nosed over. The pilot stated that he did not complete the prelanding checklist to ensure that the landing gear wheels were retracted.
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
- Landing gear not configured during landing defining event
- Nose over/nose down during landing (flare/touchdown)
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
- cause Aircraft › Aircraft systems › Landing gear system › (general) › Incorrect use/operation
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,433 hours in all; 1,384 in this make and model; 145 in the last 90 days; 24 in the last 30 days; 4,314 as pilot in command; 309 on instruments
- Last flight review: February 18, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: ctr
- Injury: minor injuries
The aircraft
- Airframe total time: 1,336 hours
- Last inspection: annual inspection, February 4, 2011
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-C4P (piston); 0 hours total
The flight
- Departed from: OEO Osceola WI at 3:00 pm
- Destination: Minong WI
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 340° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 59°F (15°C)
- Altimeter: 30.31 inHg
- Observation at 3:15 pm from OEO, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.
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.