Amateur-built Smith Super Cub accident near Heron, Montana, June 3, 2011
On June 3, 2011 at about 8:20 pm local time, a amateur-built Smith Super Cub, registered N316BR, was substantially damaged in an accident during landing (landing roll) near Heron, Montana (Cabinet Gorge Reservoir airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The floatplane's collision with a submerged object during a water landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 2011 · about 8:20 pm local time
- Place
- Heron, Montana · Cabinet Gorge Reservoir · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Smith Super Cub
- Registration
- N316BR · registry record · serial 001
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that from his airborne perspective, the river looked suitable for landing his float plane. He did not observe any sand bar or obstacles in the water. The pilot stated that his descent into the water was normal, and he landed with the current. Upon touchdown, the airplane which was only equipped with floats, immediately nosed over. It subsequently sank. The pilot said the front of the right float was ripped off in the landing, and the front windscreen broke open from the airframe. He opined that the floatplane impacted a submerged object. The pilot inflated his emergency flotation device and swam to shore.
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
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
- Nose over/nose down during landing (landing roll) defining event
The NTSB's findings
- cause Environmental issues › Physical environment › Object/animal/substance › Hidden/submerged object › Effect on operation
- Personnel issues › Psychological › Perception/orientation/illusio › Perception › Pilot
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 19,364 hours in all; 119 in this make and model; 266 in the last 90 days; 98 in the last 30 days
- Last flight review: February 20, 2011
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 119 hours
- Last inspection: condition inspection, August 31, 2010; 119 hours since
- Maximum gross weight: 2,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A1A (piston); 0 hours total
The flight
- Departed from: None Seeley Lake MT at 7:00 pm
- Destination: None Spokane WA
- Flight plan: none
- Runway 29, 12,000 ft by 1,500 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 12 knots
- Visibility: 10 statute miles
- Sky: scat at 3,000 ft
- Temperature: 52°F (11°C), dew point 0°F (-18°C)
- Altimeter: 30.15 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.