Consolidated Aeronautics INC. LAKE LA-4-200 accident near Ithaca, New York, August 30, 2026

The NTSB's narrative preliminary · quoted from the NTSB record

On August 30, 2026, about 1250 eastern daylight time, a Consolidated Aeronautics Inc., Lake LA-4-200, N6185V, was substantially damaged when it was involved in an accident near Ithaca, New York. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to preliminary ADS-B data received from the FAA, the airplane departed Ithaca Tompkins International Airport (ITH), Ithaca, New York about 1156. The flight track data was consistent with the airplane performing low approaches or landings at multiple lakes during the flight. According to FAA air traffic control audio recordings provided by the FAA, the pilot contacted ITH air traffic control tower, and reported that he was 8 miles west of the airport. The pilot was instructed by the controller to report when the airplane was 4 miles from the airport. At 1233:01 the final segment of the flight track showed the airplane began a gradual descent from 2,300 ft mean sea level (msl) at 113 knots ground speed. At 1233:30 the airplane continued its descent through 2,200 feet msl and began a 180º right turn and had decelerated to 87 knots ground speed. At 1234:18 the airplane continued descending through 1,500 ft msl and stabilized at 61 knots ground speed. At 1234:25 the last track data point showed the airplane on a westerly ground track, at 1,401 ft msl (about 300 ft above the elevation of ITH), and 61 knots ground speed. The wreckage was located in a wooded, rural area at the end of a gravel driveway. The airplane came to rest in a nose-down attitude, and all major components of the airplane were accounted for at the accident site. The final approach heading was about 262º magnetic. Broken branches were observed in a tree that was about 40 ft high and 120 ft before the initial ground impact point. The airplane fuselage was a hull-type designed for water landings. The nose of the airplane was substantially damaged, with aft crushing and crumpling. The empennage remained attached to the fuselage and sustained no damage. The engine was mounted above the fuselage on a structural pylon located aft of the cabin and between the wings and drove a two-blade pusher propeller. The forward engine cowlings were impact-fractured and cracked. The outboard section of the right wing was impact fractured and crushed along the leading edge and contained embedded vegetation. The left wing exhibited aft crushing along the leading edge, buckling at the midpoint, and was torn at the rivet line above the left-wing float. The instrument panel was fragmented. Flight control continuity was established from the flight control surfaces through impact-fractured control tubes and cables to the cockpit area. The fuel valve was positioned to ON, and fuel line continuity was established from the main fuel tank to the engine. The airplane fuel system consisted of a bladder-type 40-gallon main tank under the pylon and two 7-gallon auxiliary tanks located in each of the wing floats. The tanks were intact with no evidence of breaching. No fuel was present in the main tank or auxiliary tanks. The finger screen was observed at the bottom of the main tank, was clear of debris, and was unobstructed. The three electrically-operated boost pumps were tested with a 12-volt power source and operated normally. The fuel lines were tested for restriction by blowing air through them from the main tank to the engine they were found to be unobstructed. After wing removal, the auxiliary fuel lines from the wing float tanks to the fuselage were tested for restriction by blowing air through them and they were found to be unobstructed; however, the auxiliary fuel lines could not be tested from the fuselage to the main tank Mechanical continuity of the engine was established by rotating the propeller by hand. Thumb compression and suction were confirmed on all cylinders during post-accident examination of the engine. The engine was equipped with two standard magnetos that remained secured in their housing and both produced spark on all the leads when tested. Oil was present in the oil sump, and no contamination or metal particles were present inside the oil filter. Trace amounts of fuel were observed within the engine-driven fuel pump and fuel servo inlet line. No fuel was observed in the flow divider. All of the fuel injection nozzle lines were secure and the injection nozzle lines and nozzles were unobstructed. The wreckage was recovered and retained for further examination.

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.

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