# NTSB ERA10LA375: Cessna 182, N777RM, Crisfield, MD, July 17, 2010 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 17, 2010, 15:00 local (19:00 UTC) - Place: Crisfield, MD - Coordinates: 38.017223, -75.823333 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.0172&lon=-75.8233&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff-rejected takeoff: Runway excursion](https://openairdocs.org/ntsb-events/300) - Highest injury: No injuries - Injuries: 4 uninjured - Status: Completed, report June 20, 2011 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 76745 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA10LA375 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/76745/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=76745 - Page: https://openairdocs.org/ntsb/ERA10LA375 ## Probable cause The pilot's delayed decision to abort the takeoff, which resulted in a runway excursion. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: delayed action](https://openairdocs.org/ntsb-findings/02041025): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 182P, 5 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md?model=2075816), [All aircraft, 894 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff-rejected takeoff: Runway excursion](https://openairdocs.org/ntsb-events/300) (defining event); cases with it: [Cessna 182P, 18 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=2075816), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis The pilot aborted the takeoff, near the end of the runway, due to a lack of airspeed. The airplane continued past the end of the runway, where it impacted a ditch, resulting in substantial damage. The pilot stated that the heat and humidity may have accounted for the airplane's inability to become airborne, and he may have been more successful if he used a short-field takeoff technique with 20 degrees of flaps. ## Factual narrative On July 17, 2010, approximately 1500 eastern daylight time, a Cessna 182P, N777RM, was substantially damaged following a runway excursion during an aborted takeoff from Crisfield Municipal Airport (W41), Crisfield, Maryland. The certificated commercial pilot and three passengers were uninjured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was operated under the provisions of Title 14 Code of Federal Regulations Part 91. The flight was originating at the time of the accident, with an intended destination of Northeast Philadelphia Airport (PNE), Philadelphia, Pennsylvania. The pilot stated that he conducted a preflight inspection of the airplane and everything appeared normal, and that the engine run-up also indicated no abnormalities. He stated that the airplane contained a total of 50 gallons of fuel. The pilot stated that the wind conditions at the airport were light and from the west, and that the windsock indicated the winds were favoring runway 32. The airplane was configured for a normal takeoff, which included zero degrees of wing flaps. The pilot initiated the takeoff from runway 32, which was 2,490 feet in length. Part way down the runway, the pilot elected to abort the takeoff for lack of airspeed. The pilot stated to a police officer who responded to the scene that he attempted to lift off the runway at 85 miles per hour, and the airplane would not become airborne. He subsequently attempted to take off two more times, both without success. He stated that by the time he decided to abort the takeoff, the airplane was near the end of the runway. Both the pilot and passenger applied brakes, but the airplane continued off the end of the runway into grass, where it impacted a ditch approximately 2 feet deep, and came to rest upright. All four occupants exited the aircraft normally. The pilot stated that the heat and humidity may have accounted for the airplane's inability to become airborne. Post accident examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the nose landing gear had separated from the airplane, and the airplane had substantial damage to the fuselage and engine firewall. The pilot held a commercial pilot certificate with ratings for airplane single-engine land and sea, airplane multiengine, glider, and instrument airplane, in addition to a flight instructor certificate with ratings for airplane single-engine, instrument airplane, and glider. He reported 3,845 hours total flight time, 200 hours of which were in the accident airplane make and model. His most recent FAA third class medical certificate was issued in April, 2009. FAA records indicated that the airplane was manufactured in 1973. It was a high-wing, four-place monoplane of metal construction, with a fixed, tricycle landing gear configuration. The airplane was equipped with a 235-horsepower, Teledyne Continental Motors O-470 engine. Its most recent annual inspectionwas conducted on March 24, 2010, at a total airframe time of 6,001 hours. The 1454 weather observation at Wallops Flight Facility (WAL), located approximately 18 miles east of the accident airport, included winds from 330 degrees at 8 knots, 10 statute miles visibility, few clouds at 4,900 feet, temperature 34 degrees C, dew point 19 degrees C, and an altimeter setting of 29.94 inches of mercury. The pilot stated that the airplane's weight at the time of the accident was 2,840 lbs. Review of the pilot's operating handbook takeoff performance data revealed that the airplane's takeoff ground roll distance at this weight with 20 degrees of flaps would have been approximately 590 feet, and approximately 1,110 feet to clear a 50-foot tall obstacle given the atmospheric conditions present about the time of the accident. The pilot's operating handbook also stated that, "Using 20 degrees wing flaps reduces the ground run and total distance over the obstacle by approximately 20 percent." In the "Recommendation" section of the NTSB Pilot/Operator Aircraft Accident/Incident Report Form, the pilot stated that, "It is possible that the use of a short-field takeoff technique with 20 degrees flaps would have been more successful than the standard method which was used." ## Aircraft - Registration: [N777RM](https://openairdocs.org/deregistered/N777RM-2017-03-21), registration cancelled 2017-03-21, S/N 18262777, built 1973 (OpenAirDocs) - Reported make and model: CESSNA 182 (P) - Registry model: [Cessna 182P](https://openairdocs.org/model/cessna-182p) (registry code 2075816) (OpenAirDocs) - Registry engine: [Continental I0-470 series](https://openairdocs.org/engine/continental-i0-470-series) (registry code 17027, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18262777 - Airframe hours: 6001 - Engines: CONTINENTAL O-470 235 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Satellite Flying Club - Registered owner: Satellite Flying Club - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 24, 2010 - Departed: W41, Crisfield, MD - Destination: PNE, Philadelphia, PA - Airport: W41, Crisfield Municipal, runway 32, 2,490 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 63; injuries: none; commercial, flight instructor; airplane ratings: single-engine land, single-engine sea, multi-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review June 16, 2009; seat: right; flight hours: 3,845 total, 200 in this make and model, 3,740 as pilot in command, 130 in the last 90 days, 43 in the last 30 days, 7 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 330° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 93 °F, dew point 66 °F - Altimeter: 29.94 inHg - Observed at: WAL, 18 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20100717041149A](https://openairdocs.org/incident/20100717041149A), Jul 17, 2010: Cessna 182P, Crisfield, MD, Substantial damage. Pilot [privacy data omitted] aborted take-off when aircraft would not fly after three attempts to make aircraft fly. Aircraft ran off the end of the runway and… ## Docket (4 files) The files NTSB released with the investigation on May 5, 2011, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=76745. 981 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 607 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40346691&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot's Operating Handbook Excerpts (item 2, .PDF, 125 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40346502&FileExtension=.PDF&FileName=Pilot%27s%20Operating%20Handbook%20Excerpts-Master.PDF - Police Department Incident Report (item 3, .PDF, 200 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40346693&FileExtension=.PDF&FileName=Police%20Department%20Incident%20Report-Redacted.PDF - Weather Reports and Records (item 4, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40346699&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.