# NTSB ERA23LA299: Cessna 182, N759HD, Richmond, VA, July 7, 2023 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: July 7, 2023, 14:51 local (18:51 UTC) - Place: Richmond, VA - Coordinates: 37.409962, -77.528436 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.4100&lon=-77.5284&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 192626 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA23LA299 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192626/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=192626 - Page: https://openairdocs.org/ntsb/ERA23LA299 ## Probable cause The pilot’s delay in performing a go-around after a likely encounter with low-level wind shear, resulting in a hard landing. Contributing to the accident were the pilot’s failure to recognize the severity of the actual and forecasted weather near the airport and his continued approach to the airport with a thunderstorm and associated convective activity. ## 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 182Q, 3 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md?model=2072732), [All aircraft, 894 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md) - [Info processing/decision: understanding/comprehension](https://openairdocs.org/ntsb-findings/02041515): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 182Q, 1 case](https://openairdocs.org/ntsb-findings/02041515/cases.md?model=2072732), [All aircraft, 70 cases](https://openairdocs.org/ntsb-findings/02041515/cases.md) - [Wind: windshear](https://openairdocs.org/ntsb-findings/03034020): Environmental issues › Conditions/weather/phenomena · Decision related to condition (probable cause); cases with it: [Cessna 182Q, 2 cases](https://openairdocs.org/ntsb-findings/03034020/cases.md?model=2072732), [All aircraft, 90 cases](https://openairdocs.org/ntsb-findings/03034020/cases.md) - [Convective weather: thunderstorm](https://openairdocs.org/ntsb-findings/03033010): Environmental issues › Conditions/weather/phenomena · Decision related to condition (probable cause); cases with it: [Cessna 182Q, 2 cases](https://openairdocs.org/ntsb-findings/03033010/cases.md?model=2072732), [All aircraft, 100 cases](https://openairdocs.org/ntsb-findings/03033010/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Windshear or thunderstorm](https://openairdocs.org/ntsb-events/390); cases with it: [Cessna 182Q, 3 cases](https://openairdocs.org/ntsb-events/390/sequence.md?model=2072732), [All aircraft, 224 cases](https://openairdocs.org/ntsb-events/390/sequence.md) - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) (defining event); cases with it: [Cessna 182Q, 15 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=2072732), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis The pilot and one passenger were on an instrument flight rules (IFR) flight plan, but the pilot cancelled the IFR clearance near the destination airport and proceeded under visual flight rules (VFR) even though there were nearby thunderstorms with associated convective activity. He reported that during the approach and while in ground effect, the winds were 5 to 10 knots with no turbulence, and he had at least one notch of flaps extended. During the flare to land the airplane abruptly pitched up without command and then nosed down, bouncing the airplane off the nose. The pilot added full throttle to abort the bounced landing and climbed to the traffic pattern altitude. He performed a right turn instead of a left turn due to the location of a rain cloud on the left side of the runway. He remained in right traffic for the runway and, when preparing to flare, a wind gust pushed the airplane across the runway. He performed a go-around but, because the rain cloud was no longer on the left side of the runway, he made standard left traffic for the runway. The pilot then landed uneventfully and taxied to the ramp. Postaccident examination of the airplane’s flight controls revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. Based on this information, it is likely that while flaring to land, the airplane encountered low-level wind shear associated with a forecasted nearby thunderstorm. The airplane then descended and landed hard on the nose landing gear, substantially damaging the airplane’s fuselage. ## Factual narrative On July 7, 2023, about 1451 eastern daylight time, a Cessna 182Q, N759HD, was substantially damaged when it was involved in an accident near Richmond, Virginia. The private pilot and one passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that the morning before the flights he obtained and extensively reviewed weather products consisting of METARS, Terminal Area Forecasts, and Daily Forecasts for all intended airports. In preparation of the first flight he performed a standard preflight inspection of the airplane with a checklist and then departed on two separate, uneventful flights. After landing at each airport he obtained abbreviated weather briefing data. Before departing on the accident flight, he requested and received an IFR clearance from Ingalls Field Airport (HSP), Hot Springs, Virginia, to Richmond Executive-Chesterfield County Airport (FCI), Richmond. The flight departed and before arrival he cancelled his IFR clearance and proceeded under VFR while performing a practice RNAV approach to runway 15. The pilot reported that he made a straight-in approach. He added one notch of flaps when he arrived at the final approach fix (FAF), but he did not recall if he added another notch of flaps when he arrived at the decision height (DH). He stated that he typically maintains 90 knots until the DH and then gradually slows to 70 knots until landing. He reported that while in ground effect the winds were 5 to 10 knots with no turbulence and he had at least one notch of flaps extended. During the flare to land the airplane abruptly pitched up without command and then nosed down, bouncing the airplane off the nose. The pilot added full throttle to abort the landing after the bounced landing and climbed to the traffic pattern altitude (he did not recall hearing the stall warning horn, but the event happened quickly). He performed a right turn instead of a left turn due to the location of a rain cloud on the left side of the runway. He remained in right traffic for runway 15 and, when preparing to flare, a wind gust pushed the airplane across the runway. He performed another go-around but, because the rain cloud was no longer on the left side of the runway, he made standard left traffic for runway 15. The pilot landed uneventfully and taxied to the ramp. Postaccident examination of the airplane was performed by a Federal Aviation Administration airworthiness inspector. He reported that the nose landing gear was partially attached to the firewall and was pushed forward away from the firewall at an angle, and the bottom mounting points for the nose landing gear were broken. He also reported that the floor by the rudder pedals was “wrinkled” and the rudder torque tube was bent. There were no discrepancies with the aileron, rudder, or elevator primary flight controls. The rudder and elevator trims were both neutral. Archived wind information was not available from theaccident airport but wind at an airport about 11 nautical miles northeast of the accident airport about 3 minutes after the accident was from 230° at 8 knots. A convective SIGMET, which implied updrafts and downdrafts, severe or greater turbulence, severe icing, and low-level wind shear, was issued for the accident airport area at 1255, or about 44 minutes before the accident flight departed. The convective SIGMET indicated a developing line of thunderstorms with tops to 42,000 ft. Weather radar data showed thunderstorms and rain showers all around the area, including right near the accident airport. A review of the weather radar near the accident airport going back to 1230, which was about 1 hour 9 minutes before the accident flight departed, revealed thunderstorms and associated convective weather. ## Aircraft - Registration: [N759HD](https://openairdocs.org/aircraft/N759HD), registered now, S/N 18265999, built 1977 (OpenAirDocs) - Reported make and model: CESSNA 182 (Q) - Registry model: [Cessna 182Q](https://openairdocs.org/model/cessna-182q) (registry code 2072732) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18265999 - Year built: 1977 - Airframe hours: 1806 - Engines: Continental O-470-U 230 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Wingnuts Flying Club - Registered owner: Cypress 6 LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 20, 2023, 26 hours before - Departed: HSP, Hot Springs, VA - Destination: Same as departure - Flight plan: IFR - Airport: FCI, Richmond Executive-Chesterfield County, runway 15, 5,500 × 100 ft, asphalt - Equipment: Stall warning system, Electronic multifunction display, Auto-pilot, ADS-B ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 66; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: basicmed, with waivers/limitations; last flight review May 31, 2022; seat: left; restraint: 3-point; flight hours: 573 total, 28 in this make and model, 500 as pilot in command, 11 in the last 90 days, 4 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: 4,400 ft broken - Temperature: 79 °F, dew point 75 °F - Turbulence: Unknown - Observed at: KFCI, 1 nm away - METAR: KFCI 071856Z AUTO 10SM TSRA SCT034 BKN044 OVC060 26/24 RMK AO2 LTG DSNT N-SE RAB37 SLPNO T02560239 PNO $ ## 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 20230707017459A](https://openairdocs.org/incident/20230707017459A), Jul 7, 2023: Cessna 182Q, Chesterfield, VA, Substantial damage. Upon return to fci, pilot reported scattered rain showers, including rain shaft moved over fci but moved to the east, and was otherwise calm with no… ## Docket (8 files) The files NTSB released with the investigation on June 26, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=192626. 20.1 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 9.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16338271&FileExtension=pdf&FileName=6120_Recd%208%2017%202023_Redacted-Rel.pdf - Record of NTSB conversation (item 2, PDF, 5 pages, 172 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16439551&FileExtension=pdf&FileName=FINAL%20Record%20of%20Convo%20w%20Ross%20C%20Anderson%207%2019%202023%20v06%20w%20Changes_Redacted-Rel.pdf - FAA inspector statement (item 3, PDF, 1 page, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15933423&FileExtension=pdf&FileName=FAA%20Inspector%20Statement%20(003)-Recd%208%207%202023-Rel.pdf - NTSB memorandum for record - weather information (item 4, PDF, 2 pages, 205 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16435391&FileExtension=pdf&FileName=NTSB%20Weather%20SME%20MOR%20For%20Public%20Docket%20w%20Correct%20Date%20and%20Time%20v02%20W%20SME%20Commnts-Rel.pdf - Memorandum for record - preflight weather briefing information (item 5, PDF, 1 page, 117 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16456547&FileExtension=pdf&FileName=FINAL%20Memo%20For%20Record%20-%20Pilot%20Preflight%20Weather%20Information%20v02-Rel.pdf - Federal aviation administration (FAA) automatic dependent surveillance a�� broadcast (ADS-B) tabular data (item 6, XLSX, 8.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16436529&FileExtension=xlsx&FileName=20230707_AA3C2B_520593077_ADSB-Rel.xlsx - Investigative photograph (item 7, PDF, 1 page, 1 photo, 468 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16440073&FileExtension=pdf&FileName=Investigative%20Photographs-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 8, PDF, 1 page, 317 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16338799&FileExtension=pdf&FileName=Fully%20Exctd%20Wreckage%20Release%20Form_Redacted-Rel.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.