Amateur-built SEAREY accident near Eustis, Florida, July 6, 2024
On July 6, 2024 at about 12:40 pm local time, a 2005 amateur-built SEAREY, registered N222D, was substantially damaged in an accident during landing (flare/touchdown) near Eustis, Florida (Lake Yale airport). It was an instructional 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 flight instructor's failure to properly configure the landing gear before performing a water landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 2024 · about 12:40 pm local time
- Place
- Eustis, Florida · Lake Yale · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built SEAREY, built 2005
- Registration
- N222D · registry record · serial 1MK378C
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot/owner of the amphibious airplane was receiving instruction to obtain his seaplane rating. After the pilot receiving instruction took off from a runway, the flight instructor took control of the airplane to demonstrate a water landing. While maneuvering for the water landing, the flight instructor reported he was distracted by static over the intercom system and failed to reconfigure the landing gear to the retracted position for a landing on water. Upon touching down on the water, the airplane nosed over resulting in substantial damage to the fuselage. The airplane quickly became submerged in water and the pilots removed their restraints, opened the canopy, and swam away from the wreckage. The pilot reported that there were no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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 (flare/touchdown) defining event
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- Personnel issues › Action/decision › Action › Forgotten action/omission › Instructor/check pilot
- Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Incorrect use/operation
- Environmental issues › Operating environment › Communication system › (general) › Effect on personnel
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 525 hours in all; 24 in this make and model; 24 in the last 90 days; 24 in the last 30 days; 427 as pilot in command
- Last flight review: June 1, 2024
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
Flight instructor
- Certificate: airline transport pilot, flight instructor, commercial pilot, remote
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 32,000 hours in all; 28 in this make and model; 21 in the last 90 days; 5 in the last 30 days; 30,000 as pilot in command; 1,400 on instruments
- Last flight review: July 18, 2022
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 740 hours
- Last inspection: condition inspection, June 7, 2024
- Maximum gross weight: 1,350 lb
- Seats: 2
- Landing gear: retractable
- Engine: Rotax 914 SERIES (piston); 740 hours total
The flight
- Departed from: X23 Umatilla FL at 12:30 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 4,700 ft; clear
- Temperature: 81°F (27°C), dew point 75°F (24°C)
- Altimeter: 29.98 inHg
- Observation at 7:53 am from LEE, 7 miles away
Weather report (METAR): KLEE 061153Z 00000KT 10SM OVC047 27/24 A2998 RMK AO2 SLP150 T02720244 10272 20256 53013 $,M
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Photographs from the investigation 4 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Postaccident view of submerged aircraft
Photograph 2 – Impact damage - bent aircraft structure
Photograph 3 – Impact damage - cracked forward hull
Photograph 4 – Impact damage - bent aircraft structureThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on September 4, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Flight Instructor Aircraft Accident Report, NTSB Form 6120.1 | PDF, 21 pages | View Download |
| 3 | Memorandum for Record A�� Email Statement, Instructor Pilot | PDF, 1 page | View Download |
| 4 | Investigation Photographs | PDF, 5 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.