Taylorcraft BC12D-4-85 accident near Dameron, Maryland, April 7, 2000
On April 7, 2000 at about 3:45 pm local time, a Taylorcraft BC12D-4-85, registered N43459, was substantially damaged in an accident near Dameron, Maryland (Wingfield Airport). It was a flight of an unrecorded kind 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 failure of the float landing gear system due to non-standard repairs, improper modifications, and corrosion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 7, 2000 · about 3:45 pm local time
- Place
- Dameron, Maryland · Wingfield Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Taylorcraft BC12D-4-85 · all BC12D-4-85s on the register
- Registration
- N43459 · registry record · serial 7118
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During an evaluation flight for a seaplane rating, the pilot-applicant approached the water for landing. The seaplane landed on calm water, left float first. The seaplane continued a short distance on the surface before the floats separated, and the airplane contacted the water. The EDO model 01320 floats were manufactured April 24, 1946. Examination of the maintenance records revealed that the airplane was stored for 10 years, with the floats and the wings removed. The owner stated that he did not disassemble the spreader bars from the floats for inspection, prior to reassembly of the airplane. Examination of the wreckage revealed the left aft spreader bar mount was attached to the left float. The upper and lower spreader bar mount straps were intact, with three spreader bar strap bolts inside. However, no portion of the spreader bar remained between the straps. Examination of the spreader bar mount bolts revealed heavy corrosion. No scraping, scoring, scratching, or sanding of the bolt surfaces were noted. All three bolts revealed a slight bend, with the bolt heads deflected inboard. Examination of the components revealed modifications not depicted in the manufacturer's parts diagram, and several repairs. The aft right lower spreader strap had a repair weld, and was broken in the area of the weld.
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
- Flight time: 171 hours in all; 5 in this make and model; 22 in the last 90 days; 12 in the last 30 days; 61 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,395 hours
- Last inspection: annual inspection, November 1, 1999; 55 hours since
- Maximum gross weight: 1,351 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-85-12 (piston); 0 hours total
The flight
- Departed from: MD01 at 3:25 pm
- Flight plan: none
- Runway 19, 4,200 ft by 500 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 20,000 ft; scat at 3,000 ft
- Temperature: 63°F (17°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 2:55 pm from NHK, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.