Aviat Aircraft INC A-1C-180 Husky accident near Lakewood, Washington, May 9, 2023

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

The pilot and passenger reported they visually confirmed that the landing gear were up and the corresponding blue lights on the gear position indicator panel were illuminated, indicating all the gear were up during the normal approach for a water landing. About 2 to 3 ft above the water, the Landing Gear Advisory System (LGAS) gave an aural “CHECK GEAR” advisory, indicating a landing gear mismatch with the terrain. The pilot was unable to visually confirm the left nose landing gear was fully retracted (UP) and elected to go around. The airplane subsequently impacted trees on climbout and descended to impact the driveway of a residence. A postimpact fire ensued. The lake the pilot intended to land on was about 1.5 miles long from the north to south. However, it was dissected in the middle by a peninsula and a roadway bridge. The landing area chosen by the pilot took him over his house and provided an available water distance of about 3,370 ft, with rising terrain and tall trees directly at the end. If the pilot had approached over the bridge, the water distance would have increased about an additional 900 ft. The pilot reported the wind was calm at the time of the landing. It is unknown how much distance the pilot had remaining over the water when he executed the go-around. The airplane’s LGAS is advisory in nature and should not replace a visual check of the gear. However, the airplane flight manual (AFM) supplement for the float system states that anytime an annunciation occurs below 50 ft above ground level (agl), the pilot should initiate an immediate go-around, regardless of the alert. Only if the gear position is absolutely confirmed should the landing be continued. After hearing the advisory, the pilot was unable to confirm the left nose gear was up and he followed the AFM guidance by initiating a go-around. Postaccident examination of the airplane did not reveal any preimpact mechanical malfunction. Examination of the floats and landing gear revealed the gear was in the retracted (UP) position.

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.