# NTSB ERA18TA236: Cessna 182, N3115R, Hanson, MA, August 27, 2018 - Type: NTSB accident investigation - Classification: Accident · No injuries · Final report - Date: August 27, 2018, 12:50 local (16:50 UTC) - Place: Hanson, MA - Coordinates: 42.02222, -70.837219 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.0222&lon=-70.8372&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report September 27, 2019 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 98168 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA18TA236 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/98168/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=98168 - Page: https://openairdocs.org/ntsb/ERA18TA236 ## Probable cause The pilot's failure to attain the proper touchdown point, which resulted in a runway overrun. Contributing to the accident was the pilot's decision to land with a quartering tailwind. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: descent/approach/glide path](https://openairdocs.org/ntsb-findings/01062040): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/01062040/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Wind: tailwind](https://openairdocs.org/ntsb-findings/03034015): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [All aircraft, 594 cases](https://openairdocs.org/ntsb-findings/03034015/cases.md) - [Terrain](https://openairdocs.org/ntsb-findings/03021000): Environmental issues › Physical environment · Contributed to outcome; cases with it: [All aircraft, 267 cases](https://openairdocs.org/ntsb-findings/03021000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing: Landing area overshoot](https://openairdocs.org/ntsb-events/380); cases with it: [All aircraft, 400 cases](https://openairdocs.org/ntsb-events/380/sequence.md) - [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300) (defining event); cases with it: [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) - [Landing-landing roll: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Landing: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The commercial pilot reported that during the airplane's initial climb for the local skydiving flight, the radio stopped working. He continued climbing to 7,500 ft to allow skydivers to depart the airplane, noted that the engine was running roughly at that time, then circled down over the airport. The pilot reported that his approach was "a little faster and higher than normal" and that he landed longer than usual but chose not to execute a go-around because of the rough-running engine. Surveillance video and witnesses indicated that the airplane touched down near the midpoint of the 1,760-ft-long runway with a quartering tailwind. The airplane's tires left over 500 ft of skid marks before the airplane overran the departure end of the runway, encountered a ditch, nosed over, and came to rest inverted 183 ft beyond the departure end of the runway. Postaccident testing of the brakes showed that they were operational and did not reveal evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. In addition, postaccident examination of the engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal engine operation, except that the alternator belt was found off of its pulleys. However, the airplane's battery still indicated a normal voltage, and the airplane's flaps were found extended, indicating that the airplane's electrical system was still functional throughout the landing attempt. Despite the condition of the alternator belt, the airplane's engine never ceased producing power. The pilot should have been able to perform a normal landing but instead performed a faster and higher approach than normal and failed to attain the proper touchdown point. ## Factual narrative On August 27, 2018, about 1250 eastern daylight time, a Cessna 182L, N3115R, nosed over following a landing overrun at Cranland Airport (28M), Hanson, Massachusetts. The commercial pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local skydiving flight, which originated at 28M and was operated under the provisions of Title 14 Code of Federal Regulations Part 91.The pilot reported completing a thorough preflight inspection and runup prior to the accident flight, noting that there were no mechanical malfunctions or failures with the airplane prior to the flight that would have precluded normal operation, and no abnormal indications or battery discharge indications during the runup preceding takeoff. A witness stated that the airplane was jump-started by a vehicle just prior to the accident flight. About 2,000 ft during the initial climb, the airplane experienced a radio failure and the pilot noted a slight change in engine sound. He consulted with the jumpmaster and continued to climb to 7,500 ft to allow the two pairs of skydivers to jump. He reported engine roughness after the jumpers departed the airplane. He considered going to a nearby airport about 8 miles southeast that offered longer runways but did not want to go to an airport that was unfamiliar to him. Instead, he circled down over the airport, keeping his approach "a little faster and higher than normal" so that if the engine lost total power he could still reach the runway. After extending full flaps, he tried to "bleed off speed" and lose altitude as quickly as possible. He landed longer than usual but preferred to not execute a go-around due to the rough-running engine. Despite maximum braking, the airplane overran the departure end of runway 18, encountered a ditch, nosed over, and came to rest inverted. According to the jumpmaster, he noted no engine problems or other anomalies besides the radio failure prior to jumping. Once on the ground, he observed the landing and left main tire smoking from the pilot "locking up the brakes." According to the second jumpmaster, once back on the ground he saw the airplane "arriving fast" and heard the airplane braking before it overran the runway. A review of the airport video revealed that the airplane touched down near the midpoint of the 1,760-ft-long runway. Additionally, a Federal Aviation Administration who responded to 28M shortly after the accident noted a quartering tailwind for the airplane's direction of landing. The recorded wind at an airport located 8 miles southeast of the accident site, about the time of the accident, was variable at 5 knots. The airplane came to rest inverted 183 ft beyond the departure end of runway 18. Examination of the wreckage revealed that the airframe sustained substantial damage to the fuselage, both wings, rudder, and vertical stabilizer. The flaps were in the extended position. The main landing gear tires both displayed significant tread wear onone side with visible holes in the tread area. The runway displayed tire skid marks with geometry consistent to the accident airplane for537 ft. Additionally, rim marks were evident 158 ft after the first contiguous skid marks. Examination of the airplane revealed that the alternator belt was located off the pulleys and on the lower right side of the engine firewall. It was examined, and no anomalies were noted. The battery was disconnected during the accident sequence, with the left post separated at impact. For examination, a replacement battery was wired to the airplane and the flaps operated normally. A multimeter was applied to the accident battery and it indicated 12.3 volts. Except for the alternator belt located off the pully, the engine was examined and no evidence of preimpact mechanical malfunctions were observed. Testing of the brakes showed that they were operational and did not reveal evidence any preimpact mechanical anomalies. ## Aircraft - Registration: N3115R (not matched to a registry record) - Reported make and model: Cessna 182 (L) - Category: Airplane - Serial number: 18258515 - Year built: 1968 - Airframe hours: 6167.51 - Engines: Continental O-470-U-50 235 horsepower reciprocating - Damage: Substantial damage - Flight: Skydiving, Part 91 - Operator: Go Skydive Boston - Registered owner: 516 Skydive Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 12, 2017, 69 hours before - Departed: 28M, Hanson, MA - Destination: 28M, Hanson, MA - Airport: 28M, Cranland, runway 18, 1,760 × 60 ft, asphalt - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 20; injuries: none; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review December 1, 2017; seat: left; restraint: lap only; flight hours: 703 total, 392.2 in this make and model, 572.7 as pilot in command, 242.5 in the last 90 days, 47 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 88 °F, dew point 66 °F - Altimeter: 30.04 inHg - Observed at: PYM, 8 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 20180827012389A](https://openairdocs.org/incident/20180827012389A), Aug 27, 2018: Cessna 182L, Hanson, MA, Substantial damage. On August 27, 2018, N3115R departed the end of runway 18 at the Cranland Airport in Hanson, MA (28M) during landing at approximately 12:50 eastern daylight… ## Docket (9 files) The files NTSB released with the investigation on November 1, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=98168. 6.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (Pilot) (item 1, .PDF, 977 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40467957&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20(Pilot)-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (Operator) (item 2, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40467958&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20(Operator)-Master.PDF - Pilot Statement (item 3, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40467959&FileExtension=.PDF&FileName=Pilot%20Statement-Master.PDF - Memorandum For The Record - Conversation With Pilot (item 4, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40467960&FileExtension=.PDF&FileName=Memorandum%20For%20The%20Record%20-%20Conversation%20With%20Pilot-Master.PDF - Memorandum For The Record - Conversations With Witnesses (item 5, .PDF, 96 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40467961&FileExtension=.PDF&FileName=Memorandum%20For%20The%20Record%20-%20Conversations%20With%20Witnesses-Master.PDF - Interview Summary – FAA Inspector (item 6, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40467962&FileExtension=.PDF&FileName=Interview%20Summary%20%E2%80%93%20FAA%20Inspector-Master.PDF - Photos (item 7, .PDF, 7 photos, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40467963&FileExtension=.PDF&FileName=Photos-Master.PDF - Runway/Accident Sequence Diagram (item 8, .PDF, 267 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40467964&FileExtension=.PDF&FileName=Runway%2FAccident%20Sequence%20Diagram-Master.PDF - Video File (MP4, 27 Seconds, 1.56MB) (item 9, MP4, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40467965&FileExtension=mp4&FileName=Video%20File%20(MP4,%2027%20Seconds,%201.56MB)-Master 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.