# NTSB GAA19CA148: Cessna 172, Bellingham, WA, February 25, 2019

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Data collection · Final report
- Date: February 25, 2019, 10:50 local (18:50 UTC)
- Place: Bellingham, WA
- Coordinates: 48.795555, -122.533058 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=48.7956&lon=-122.5331&mi=10
- Phase of flight: [Taxi](https://openairdocs.org/ntsb-phases/250) (OpenAirDocs' grouping)
- Defining event: [Taxi-into takeoff position: Loss of control on ground](https://openairdocs.org/ntsb-events/230)
- Highest injury: No injuries
- Injuries: 2 uninjured
- Status: Completed, report November 6, 2019
- Report: Approved by Office Director
- NTSB office: General Aviation Accidents
- Parties: FAA
- NTSB case key (mKey): 99020
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA19CA148
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/99020/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=99020
- Page: https://openairdocs.org/ntsb/GAA19CA148

## Probable cause

The pilot's improper crosswind correction during taxi operations 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: [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md)
- [Performance/control parameters: crosswind correction](https://openairdocs.org/ntsb-findings/01062030): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [All aircraft, 184 cases](https://openairdocs.org/ntsb-findings/01062030/cases.md)
- [Wind: crosswind](https://openairdocs.org/ntsb-findings/03034040): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [All aircraft, 1,008 cases](https://openairdocs.org/ntsb-findings/03034040/cases.md)
- [Wind: crosswind](https://openairdocs.org/ntsb-findings/03034040): Environmental issues › Conditions/weather/phenomena · Use of related info; cases with it: [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.

- [Taxi-into takeoff position: Other weather encounter](https://openairdocs.org/ntsb-events/400); cases with it: [All aircraft, 1,127 cases](https://openairdocs.org/ntsb-events/400/sequence.md)
- [Taxi-into takeoff position: Loss of control on ground](https://openairdocs.org/ntsb-events/230) (defining event); cases with it: [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md)

## Analysis

The pilot reported that, while taxiing to the runway for takeoff with the yoke "left and push[ed] in," a wind gust from the right lifted the right wing. The pilot was unable to maintain control and the wind continued to push the airplane to the left off the runway. The airplane subsequently nosed over. The airplane sustained substantial damage to the fuselage and empennage. The pilot reported that there were no preimpact mechanical failures or malfunctions with the airplane that would have precluded normal operation. The airport's automated surface observation system reported that, about the time of the accident, the wind was from 030° at 20 knots, gusting to 29 knots. The pilot was turning the airplane right onto runway 34. Based on this information, the calculated crosswind component while taxiing into takeoff position was about 19 knots. The airplane manufacturer reported that the maximum demonstrated crosswind component was 15 knots. The Federal Aviation Administration's Airplane Flying Handbook, FAA-H-8083-3B, "Taxiing" stated, in part, the following: When taxiing with a quartering headwind, the wing on the upwind side (the side that the wind is coming from) tends to be lifted by the wind unless the aileron control is held in that direction (upwind aileron UP). Moving the aileron into the UP position reduces the effect of the wind striking that wing, thus reducing the lifting action. This control movement also causes the downwind aileron to be placed in the DOWN position, thus a small amount of lift and drag on the downwind wing, further reducing the tendency of the upwind wing to rise.

## Factual narrative

The pilot reported that, while taxiing to the runway for takeoff, the yoke was, "left and push in," a wind gust from the right lifted the right wing. The pilot was unable to maintain control and the wind continued to push the airplane to the left off the runway. The airplane subsequently nosed over. The airplane sustained substantial damaged to the fuselage and empennage. The pilot reported that there were no preimpact mechanical failures or malfunctions with the airplane that would have precluded normal operation. The automated surface observing system located on the airport reported that, about the time of the accident, the wind was from 030° at 20 knots, gusting to 29 knots. The pilot was turning the airplane right onto runway 34. The airplane manufacturer reported that the maximum demonstrated crosswind component was 15 knots. The calculated crosswind component while taxiing into takeoff position was approximately 19 knots. The Federal Aviation Administration's Airplane Flying Handbook, FAA-H-8083-3B, provides information and guidance in a section titled "Taxiing" which stated in part: When taxiing with a quartering headwind, the wing on the upwind side (the side that the wind is coming from) tends to be lifted by the wind unless the aileron control is held in that direction (upwind aileron UP). Moving the aileron into the UP position reduces the effect of the wind striking that wing, thus reducing the lifting action. This control movement also causes the downwind aileron to be placed in the DOWN position, thus a small amount of lift and drag on the downwind wing, further reducing the tendency of the upwind wing to rise.

## Aircraft

- Registration: CFHGQ (not matched to a registry record)
- Reported make and model: CESSNA 172 (M)
- Category: Airplane
- Serial number: 17262358
- Year built: 1974
- Airframe hours: 4245
- Engines: Lycoming O320-E2D 150 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Standard, Utility
- Last inspection: Annual, October 24, 2018
- Departed: CZBB, Delta
- Destination: BLI, Bellingham, WA
- Flight plan: VFR
- Airport: BLI, Bellingham Intl, runway 34, 6,700 × 150 ft, asphalt
- Equipment: Unknown

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 45; injuries: none; private; airplane ratings: multi-engine land, single-engine land; medical: class 3, without waivers/limitations; seat: left; flight hours: 380 total, 90 in this make and model, 142.8 as pilot in command, 1.7 in the last 90 days, 0.6 in the last 30 days

## Weather

- Conditions: Visual (VMC), Day
- Wind: 30° at 20 knots, gusting 29
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 36 °F, dew point 10 °F
- Altimeter: 29.86 inHg
- Observed at: KBLI

## Docket (4 files)

The files NTSB released with the investigation on March 19, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=99020. 2.9 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471224&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF
- Record of Conversation (item 2, .PDF, 97 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471225&FileExtension=.PDF&FileName=Record%20of%20Conversation-Master.PDF
- Airplane Speeds for Safe Operation (item 3, .PDF, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471226&FileExtension=.PDF&FileName=Airplane%20Speeds%20for%20Safe%20Operation-Master.PDF
- Accident Photo (item 4, .PDF, 1 photo, 269 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471227&FileExtension=.PDF&FileName=Accident%20Photo-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.

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