Amateur-built Amphibious Trike accident near Lake Chelan, Washington, September 23, 2008
On September 23, 2008 at about 6:10 pm local time, a amateur-built Amphibious Trike (weight-shift aircraft), registered N440LS, was substantially damaged in an accident during initial climb near Lake Chelan, Washington (Lake Chelan airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate airspeed during the initial climb, which resulted in an inadvertent aerodynamic stall. Contributing to the accident was the pilot's lack of experience in the float-equipped, weight-shift airplane.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 23, 2008 · about 6:10 pm local time · cases in 2008
- Place
- Lake Chelan, Washington · Lake Chelan · cases near this airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Amphibious Trike
- Registration
- N440LS · registry record · serial H20041
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had transported the float-equipped weight-shift amateur-built airplane to the training facility for assistance in having it certified, as well as to receive flight instruction in the airplane. When the flight instructor informed the pilot that his flight training would be postponed for about two weeks, the pilot agreed to wait. The flight instructor cautioned the pilot not to attempt to fly the airplane until he had received adequate training, to which the pilot agreed. Subsequently, the pilot elected to fly the airplane without having received any flight instruction. During the takeoff, witnesses reported observing the airplane climb rapidly, followed by a left wing low, steep nose down attitude prior to impacting the ground with its left wing, consistent with a stall/spin. According to the flight instructor, the airplane's 19-meter wing, known for its lifting capacity, most probably caused the inexperienced pilot to think that he was airborne, when the airplane was only light on its wheels, resulting in the pilot pushing out on the control bar thinking he would climb out. However, not having enough airspeed to sustain flight, the wing stalled. No pre-impact anomalies were reported with the airplane.
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
- Aerodynamic stall/spin during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- factor Personnel issues › Experience/knowledge › Experience/qualifications › Total experience w/ equipment › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
Pilot
- Certificate: airline transport pilot
- 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: 18,000 hours in all; 48 in this make and model; 14,000 as pilot in command; 6,000 on instruments
- Last flight review: December 20, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: frt
- Injury: serious injuries
The aircraft
- Airframe total time: 10 hours
- Last inspection: annual inspection, September 6, 2008
- Maximum gross weight: 1,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotex 582 (piston); 0 hours total
The flight
- Departed from: S10 Chelan WA at 6:00 pm
- Destination: S10 Lake Chelan WA
- Flight plan: none
- Runway 20, 3,503 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 30°F (-1°C)
- Altimeter: 30.25 inHg
- Observation at 5:55 pm from EAT, 35 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 NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Other NTSB records under N440LS the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N440LS on the register today · the tail number may have moved to another aircraft since
- Engine: Rotex 582 · as the NTSB recorded it
- Lake Chelan Airport · nearest airport
- Accidents and incidents in Washington 2,713 since 1982 · 362 in the last ten years
- Washington 10,580 aircraft registered
- Other NTSB records under N440LS 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/SEA08LA207.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.