Helio H-295 accident near Lake Isabel, Washington, October 21, 2006
On October 21, 2006 at about 9:00 pm local time, a Helio H-295, registered N6471V, was substantially damaged in an accident near Lake Isabel, Washington. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 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 maintain airspeed while maneuvering for a precautionary landing following a partial loss of engine power, which resulted in an inadvertent stall/mush and subsequent hard landing. A contributing factor was the partial loss of engine power for an undetermined reason.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 21, 2006 · about 9:00 pm local time
- Place
- Lake Isabel, Washington · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Helio H-295 · all H-295s on the register
- Registration
- N6471V · registry record · serial 1422
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he landed the floatplane on the lake and back taxied for takeoff. The takeoff was normal until the airplane reached an altitude of 50 to 75 feet at which point he noticed that the engine was producing only "2/3rds power with full throttle." The pilot was concerned about not being able to clear trees at the end of the lake if he continued straight ahead, so he elected to execute a 180 degree turn and land back on the lake. As the steep left turn was completed, the airplane lost lift, and the landing was hard. The airplane began to rapidly fill with water, and the pilot and passenger exited through the rear cabin door. As the pilot and passenger were swimming to shore, the airplane completely submerged. The airplane was not recovered from the lake, which precluded determination for the reason of the partial loss of engine power.
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; single-engine sea; instrument: airplane
- Flight time: 414 hours in all; 127 in this make and model; 29 in the last 90 days; 4 in the last 30 days; 297 as pilot in command
- Last flight review: June 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,898 hours
- Last inspection: annual inspection, October 1, 2005
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: fixed
- Engine: Lycoming GO-480 (piston); 0 hours total
The flight
- Departed from: Lake Isabel WA
- Destination: W16 Monroe WA
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.