# NTSB GAA16CA183: Piper PA22, N5069Z, Pantego, NC, April 9, 2016 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Data collection · Final report - Date: April 9, 2016, 15:30 local (19:30 UTC) - Place: Pantego, NC - Coordinates: 35.634445, -76.75389 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.6344&lon=-76.7539&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Loss of control on ground](https://openairdocs.org/ntsb-events/230) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report June 1, 2016 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA Greensboro FSDO - NTSB case key (mKey): 92986 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA16CA183 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92986/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92986 - Page: https://openairdocs.org/ntsb/GAA16CA183 ## Probable cause A loss of directional control during the takeoff roll in gusting wind conditions, which resulted in a runway excursion, a nose over, and an impact with terrain. Contributing to the accident was the pilot's decision to takeoff in gusting crosswind conditions. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-22-108, 12 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7102204), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Piper PA-22-108, 8 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=7102204), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-22-108, 7 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=7102204), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Wind: gusts](https://openairdocs.org/ntsb-findings/03034045): Environmental issues › Conditions/weather/phenomena · Effect on equipment; cases with it: [Piper PA-22-108, 4 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md?model=7102204), [All aircraft, 1,199 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md) - [Wind: crosswind](https://openairdocs.org/ntsb-findings/03034040): Environmental issues › Conditions/weather/phenomena · Effect on equipment; cases with it: [Piper PA-22-108, 2 cases](https://openairdocs.org/ntsb-findings/03034040/cases.md?model=7102204), [All aircraft, 1,008 cases](https://openairdocs.org/ntsb-findings/03034040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Other weather encounter](https://openairdocs.org/ntsb-events/400); cases with it: [Piper PA-22-108, 3 cases](https://openairdocs.org/ntsb-events/400/sequence.md?model=7102204), [All aircraft, 1,127 cases](https://openairdocs.org/ntsb-events/400/sequence.md) - [Takeoff: Loss of control on ground](https://openairdocs.org/ntsb-events/230) (defining event); cases with it: [Piper PA-22-108, 11 cases](https://openairdocs.org/ntsb-events/230/sequence.md?model=7102204), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Takeoff: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Piper PA-22-108, 3 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=7102204), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) - [Takeoff: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Piper PA-22-108, 8 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=7102204), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) - [Takeoff: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-22-108, 11 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102204), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that during the takeoff roll on a grass airstrip, a "strong burst of wind" blew his airplane out of control. The airplane departed the grass airstrip to the right, nosed over, and came to rest in a canal. He reported that he had not reached rotation when the loss of control occurred. The airplane sustained substantial damage to the fuselage, both wings, the vertical stabilizer, and the rudder. The pilot verified that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. The pilot reported that he took off from the grass airstrip with a heading of 020 degrees about 1530 and the wind gust just before rotation came from the west. He reported that the wind velocity at the accident site was 15 knots gusting to 20 knots, and the wind direction was 320 degrees. The closest weather reporting facility to the accident location reported that from 1510 to 1530, the wind velocity varied from 15 to 17 knots with occasional gusts from 25 knots to 33 knots, and the wind direction was 290 degrees. The Federal Aviation Administration has published the Airplane Flying Handbook FAA-H-8083-3A (2004). This handbook discusses operations in crosswind conditions and states in part: Takeoffs and landings in certain crosswind conditions are inadvisable or even dangerous. If the crosswind is great enough to warrant an extreme drift correction, a hazardous landing condition may result. Therefore, the takeoff and landing capabilities with respect to the reported surface wind conditions and the available landing directions must be considered. The headwind component and the crosswind component for a given situation can be determined by reference to a crosswind component chart. It is imperative that pilots determine the maximum crosswind component of each airplane they fly, and avoid operations in wind conditions that exceed the capability of the airplane. ## Factual narrative The pilot reported that during the takeoff roll on a grass airstrip, a "strong burst of wind" blew his airplane out of control. The airplane departed the grass airstrip to the right, nosed over, and came to rest in a canal. He reported that he had not reached rotation when the loss of control occurred. The airplane sustained substantial damage to the fuselage, both wings, the vertical stabilizer, and the rudder. The pilot verified that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. The pilot reported that he took off from the grass airstrip with a heading of 020 degrees about 1530 and the wind gust just before rotation came from the west. He reported that the wind velocity at the accident site was 15 knots gusting to 20 knots, and the wind direction was 320 degrees. The closest weather reporting facility to the accident location reported that from 1510 to 1530, the wind velocity varied from 15 to 17 knots with occasional gusts from 25 knots to 33 knots, and the wind direction was 290 degrees. The Federal Aviation Administration has published the Airplane Flying Handbook FAA-H-8083-3A (2004). This handbook discusses operations in crosswind conditions and states in part: Takeoffs and landings in certain crosswind conditions are inadvisable or even dangerous. If the crosswind is great enough to warrant an extreme drift correction, a hazardous landing condition may result. Therefore, the takeoff and landing capabilities with respect to the reported surface wind conditions and the available landing directions must be considered. The headwind component and the crosswind component for a given situation can be determined by reference to a crosswind component chart. It is imperative that pilots determine the maximum crosswind component of each airplane they fly, and avoid operations in wind conditions that exceed the capability of the airplane. ## Aircraft - Registration: [N5069Z](https://openairdocs.org/deregistered/N5069Z-2018-08-28), registration cancelled 2018-08-28, S/N 22-8697, built 1961 (OpenAirDocs) - Reported make and model: PIPER PA22 (108) - Registry model: [Piper PA-22-108](https://openairdocs.org/model/piper-pa-22-108) (registry code 7102204) (OpenAirDocs) - Registry engine: [Lycoming 0-235 series](https://openairdocs.org/engine/lycoming-0-235-series) (registry code 41505, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 22-8697 - Year built: 1961 - Airframe hours: 3988.8 - Engines: Lycoming O-235-CIB 108 horsepower reciprocating - Damage: Substantial damage - Flight: Aerial observation, Part 91 - Operator: Malvin R. Respess - Registered owner: Malvin R. Respess - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 12, 2015 - Departed: Pantego, NC - Destination: Pantego, NC - Equipment: Onboard weather ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 69; injuries: minor; flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review July 18, 2015; seat: left; restraint: lap only; flight hours: 6,481 total, 480 in this make and model, 6,432 as pilot in command, 47 in the last 90 days, 42 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 15 knots, gusting 25 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 54 °F, dew point 18 °F - Altimeter: 29.90 inHg - Observed at: KOCW, 15 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 20160409025129A](https://openairdocs.org/incident/20160409025129A), Apr 9, 2016: Piper PA-22-108, Pantego, NC, Substantial damage. Flying fire patrol route from 1:00PM until 3:00PM, the pilot landed for fuel. On a second trip out from private strip, he was about to take off when an… ## Docket (3 files) The files NTSB released with the investigation on May 5, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92986. 3.6 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439741&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Pilot's Statement (item 2, .PDF, 166 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439742&FileExtension=.PDF&FileName=Pilot%27s%20Statement-Master.PDF - Accident Photographs (Courtesy of Pilot) (item 3, .PDF, 2 photos, 995 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439743&FileExtension=.PDF&FileName=Accident%20Photographs%20(Courtesy%20of%20Pilot)-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.