# NTSB LAX96LA238: Cessna 182RG, N6309T, Page, AZ, June 20, 1996 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: June 20, 1996, 14:35 local (21:35 UTC) - Place: Page, AZ - Coordinates: 36.680522, -111.410247 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=36.6805&lon=-111.4102&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report December 23, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 29476 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX96LA238 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/29476/pdf - Page: https://openairdocs.org/ntsb/LAX96LA238 ## Probable cause the pilot's inadequate compensation for wind conditions, and failure to maintain control of the aircraft. Factors relating to the accident were: the gusty and crosswind conditions. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Dragged wing,rotor,pod,float or tail/skid, landing - flare/touchdown - weather condition - high wind (contributing factor) - weather condition - crosswind (contributing factor) - compensation for wind conditions - inadequate, pilot in command (cause) - aircraft control - not maintained, pilot in command (cause) ## Analysis A Cessna 182 pilot was attempting to land on runway 15 with 20 degrees of flaps. There was a right crosswind which was reported to be gusting from 15 to 20 knots. Another aircraft had just departed from runway 33; the pilot of that aircraft reported that runway 33 might be more favorable. The pilot of the Cessna 182 stated that he could handle it. At about 150 feet over the approach end, he encountered severe turbulence with up and down drafts. He initiated a go-around and retracted the flaps to 10 degrees. The left wing tip contacted the runway and the airplane cartwheeled. The POH suggested minimum flaps when landing in a crosswind; and during balked landing, retract the flaps to 20 if extended until all obstacles are cleared and a safe altitude is attained. The airport manager stated that a squall with high winds and dust arrived as the aircraft was landing. He reported the wind direction and speed as unpredictable. ## Factual narrative HISTORY OF FLIGHT On June 20, 1996, at 1435 hours mountain standard time, a Cessna 182RG, N6309T, was destroyed during landing at Page, Arizona. Visual meteorological conditions prevailed for the personal flight and a VFR flight plan was filed. The pilot received minor injuries. The flight originated at Springerville, Arizona, about 1345 on the day of the accident. The pilot contacted the Prescott Automated Flight Service Station (AFSS) by telephone for a preflight weather briefing. He made a second call for an update and filed a VFR flight plan. He opened the flight plan after takeoff. An AIRMET was provided for moderate turbulence below 15,000 feet along his route of flight. He was provided an area forecast of 10,000 to 12,000 feet scattered clouds with possible thunderstorms and rainshowers after 1100, and gusty surface winds southwesterly 15 to 25 knots. Also at the update, the pilot was given the temperature for Page of 96 degrees Fahrenheit, with an advisory for density altitude. The winds aloft forecast for 12,500 feet was 240 degrees at 10 to 13 knots with stronger winds forecasted near Page at 40 knots. According to the pilot, the Page unicom operator was reporting winds out of the west at 15 knots gusting to 20 knots, favoring runway 15. He stated that an aircraft had departed from runway 33 prior to his attempt to land. The pilot stated that during approach to runway 15, an aircraft taking off from runway 33 reported winds possibly favoring that runway. He reported that the Page unicom was reporting winds more consistent with a westerly crosswind component. The pilot reported that the approach was relatively uneventful until the aircraft was about 150 feet above and 0.1 mile past the approach end of runway 15. At this point, severe turbulence with both up and downdrafts and increased gusts were encountered, making it impossible to maintain control. A go-around was announced and initiated. Flaps were retracted to 10 degrees from 20 degrees and full power was added. According to the airport manager's report, an aircraft that departed runway 33 advised the landing pilot that the wind was favoring runway 33. The unicom operator advised the pilot of the crosswinds that were 10 knots with gusts to 15 knots. According to the manager, the pilot responded "I can handle it." The unicom operation is provided by a fixed-base operator on the field, and provides weather advisories only. They are not certified weather observers, nor is the equipment certified. The Page Automated Surface Observation System (ASOS) reported a special observation at 1428: temperature was 90 degrees Fahrenheit; dew point 40 degrees Fahrenheit; wind direction was missing, velocity was 11 knots with peak gusts at 25 knots; the altimeter was 29.92 inHg. According to the airport manager, the ASOS system has been on a trial status and not certified for about a year. At the time of the initial notification to the Safety Board and the FAA, the airport manager reported a squall line with high winds and dust hit the airport about the time of the accident aircraft's arrival. The wind direction and speed became very unpredictable. According to witnesses, the airplane never actually landed, but at 15 to 20 feet above the ground the right wing started to rise. As the pilot applied power, the tail went down and the wings started to waver back and forth. Subsequently, the left wing contacted the ground followed by the nose gear as the airplane cartwheeled. The airplane came to rest about 50 feet east of runway 15. A postaccident fire erupted and consumed the airframe. According to the Cessna Pilot Operator Handbook (POH), the maximum demonstrated crosswind component during aircraft certification is 18 knots. The POH states that during a balked landing/go-around the flaps are to be retracted to 20 degrees. It further states to use minimum flaps for the runway length in crosswind landings. ## Aircraft - Registration: [N6309T](https://openairdocs.org/deregistered/N6309T-1997-04-02), registration cancelled 1997-04-02, S/N R18201968 (OpenAirDocs) - Reported make and model: Cessna 182RG - Registry model: [Cessna TR182](https://openairdocs.org/model/cessna-tr182) (registry code 2072735) (OpenAirDocs) - Category: Airplane - Serial number: R18201968 - Engines: Lycoming IO-540 235 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Registered owner: Michael A. Vigil - Airworthiness certificate: Standard, Normal - Departed: Q35, LAS CRUCES, NM - Destination: PGA - Flight plan: VFR - Airport: PGA, Page Municipal, runway 15, 5,500 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 48; private; airplane ratings: single-engine land; medical: class 2, valid medical--w/ waivers/lim; seat: left; flight hours: 3,000 total, 380 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 6 knots, gusting 15 - Lowest ceiling: none - Temperature: 90 °F - Altimeter: 29.00 inHg - Observed at: PGA ## 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 19960620014589A](https://openairdocs.org/incident/19960620014589A), Jun 20, 1996: Cessna TR182, Page, AZ, Destroyed. Lost control landing. Gusty tailwind and thunderstorm squall line. Carthweeled. Crosswind component factor. 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.