ERA13LA346

Factual narrative

HISTORY OF FLIGHTOn July 30, 2013, at 1632 eastern daylight time, a light sport A-22 Valor floatplane, N912FP, was substantially damaged during collision with trees after a loss of control after takeoff from Mastens Lake, Wurtsboro, New York. The private pilot received minor injuries, and the passenger was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. According to the pilot, he had conducted three takeoffs and landings on a neighboring lake, and then completed a landing to Mastens Lake. He explained that the airplane was equipped with a "flaperon" system, and that he deployed "10 degrees" of flaps for the takeoff to the southwest. The pilot stated that there was a "nice breeze blowing" and that the airplane became airborne "quickly." Once the airplane climbed above the treetops, the pilot initiated a turn to the left and retracted the flaperons "simultaneously." At that time, the control wheel rotated to the left, and the pilot said he was unable to return the wheel to the "neutral" position. The airplane continued in a descending left turn and collided with trees and terrain, which resulted in substantial damage to the wings, fuselage, and the tail section. There was no fire. PERSONNEL INFORMATIONThe pilot held a private pilot certificate with ratings for airplane single-engine land, single-engine sea, and instrument airplane. He operated the airplane as a sport pilot. The pilot reported 2,000 total hours of flight experience, 60 hours of which were in the accident airplane make and model. AIRCRAFT INFORMATIONAccording to FAA and maintenance records, the airplane was manufactured in December 2010. Its most recent 100-hour inspection was completed July 6, 2012, at 160.8 total aircraft hours. METEOROLOGICAL INFORMATIONAt 1655, the weather reported at Sullivan County International Airport (MSV), 12 miles northwest of Mastens Lake, included winds from 260 degrees at 9 knots. AIRPORT INFORMATIONAccording to FAA and maintenance records, the airplane was manufactured in December 2010. Its most recent 100-hour inspection was completed July 6, 2012, at 160.8 total aircraft hours. WRECKAGE AND IMPACT INFORMATIONOn August 29, 2013, the airplane was examined by an FAA inspector. According to the inspector, flight control continuity was established, and the flight controls operated smoothly with no binding noted. No abnormalities or deficiencies were noted that would have precluded normal operation. ADDITIONAL INFORMATIONAccording to the airplane's Pilot Operating Handbook, Section 6.11 Short Field Takeoff and Landing Procedures included the following, "Note: With a headwind of 18 mph / 15 kts or more, or crosswinds greater than 9 mph / 8kts, extending of flaperons is not recommended… If used, caution must be used to insure there is no cross wind in excess of 9 kts… In all cases when using flaperons the controls will have a heavy nose-down pressure, which is normal, and this cannot be trimmed out. This heavy nose-down pressure is caused by the change in the center of pressure while using flaperons. NOTE: Seek adequate instruction in the use of flaperons and their characteristics. Flaperons are different than flaps." The Pilot Operating Handbook guidance for flaperons further states, "At an altitude of about 500 ft / 152 meters retract the flaperons, maintaining the takeoff power of the engine." The pilot reported that he took off from the surface of the lake in the light-sport floatplane into a 9-knot wind. Once the airplane climbed above the treetops, the pilot initiated a left turn and retracted the flaperons "simultaneously." At that time, the control wheel rotated left, and the pilot was unable to return the wheel to the "neutral" position. The airplane continued in a descending left turn and collided with trees and terrain, which resulted in substantial damage to the wings, fuselage, and the tail section. Examination of the wreckage revealed no preimpact mechanical anomalies that would have precluded normal operation. The Pilot Operating Handbook states that flaperons extension are not recommended in a crosswind of 9 or more knots and that the airplane should be at an altitude of 500 feet after takeoff before flaperon retraction. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

FAA avdata. C = Cause, F = Factor.

• C Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Configuration-Incorrect use/operation - C
• C Personnel issues-Action/decision-Action-Incorrect action performance-Pilot - C
• C Aircraft-Aircraft oper/perf/capability-Performance/control parameters-(general)-Attain/maintain not possible - C
• C Personnel issues-Task performance-Use of equip/info-Use of policy/procedure-Pilot - C