NYC08TA130

After joining the downwind traffic pattern leg for landing on a 5,202-foot-long runway, the pilot of a Cessna 180 observed a Lear 45 taxi on to the runway for departure. As he turned the airplane on to the left base leg, he noticed that the Learjet was still on the runway. After joining the final approach leg, the Learjet started the takeoff roll and lifted off. As the pilot flared for touchdown, the accident airplane was "pushed hard" to the right, the right main landing gear touched down, then the airplane bounced and "threw to the left hard." The left wing then made ground contact, was substantially damaged, and the airplane ground-looped. According to the Aeronautical Information Manual (AIM), pilots should adjust their operations and flight path as necessary to preclude serious wake encounters. When landing behind a departing larger aircraft on the same runway, they should note where the larger aircraft's rotation point was and land well before the rotation point. The AIM also states that the flight disciplines necessary to ensure vortex avoidance during visual flight rules operations must be exercised by the pilot. Vortex visualization and avoidance procedures should be exercised by the pilot using the same degree of concern as in collision avoidance and that wake turbulence may be encountered by aircraft in flight as well as when operating on the airport movement area.

History of flight

On March 11, 2008, about 1715 eastern daylight time, a Cessna 180, N1044Y, operated by the South Carolina Forest Commission, was substantially damaged during landing at Spartanburg Downtown Memorial Airport (SPA), Spartanburg, South Carolina. The certificated commercial pilot was not injured. Visual meteorological conditions prevailed, and a company visual flight rules (VFR) flight plan was filed for the local public use flight, conducted under 14 Code of Federal Regulations Part 91.

According to the pilot, after joining the downwind traffic pattern leg for landing on runway 23, he observed a "Lear 45" taxi on to the runway for departure. As he turned the airplane on to the left base leg, he noticed that the Learjet was still on the runway. After joining the final approach leg, the Learjet started the takeoff roll and lifted off. As the pilot flared for touchdown, the accident airplane was "pushed hard" to the right, the right main landing gear touched down, the airplane bounced, and "threw to the left hard." The left wing then made ground contact and the airplane ground looped.

Personnel information

According to Federal Aviation Administration (FAA) records, the pilot held a commercial pilot certificate with a rating for airplane single-engine land. His most recent FAA second-class medical certificate was issued January 30, 2008. He reported 2,030.8 hours of flight experience.

Aircraft information

According to FAA and maintenance records, the airplane was manufactured in 1957. The airplane's most recent annual inspection was completed on September 17, 2007. At the time of the inspection, the airplane had accumulated 9,620 total hours of operation and the engine had accumulated 78 hours of operation since its last overhaul.

Meteorological information

A recorded weather observation taken at Greenville-Spartanburg International Airport (GSP), Greenville, South Carolina, located approximately 13 nautical miles west of the accident site, about 22 minutes prior to the accident, included; winds at 260 degrees at 9 knots, 10 statute miles visibility, broken clouds at 7,000 feet, broken clouds at 9,000 feet, temperature 17 degrees Celsius, dew point 1 degree Celsius, and an altimeter setting of 29.99 inches of mercury.

Airport information

According to the Airport Facility Directory, SPA was a public use airport. It had one runway, oriented in a 5/23 configuration. Runway 23 was asphalt, in good condition. It was 5,202 feet long by 100 feet wide and was equipped with a vertical approach slope indicator.

Wreckage and impact information

Examination of the airplane by an FAA inspector revealed that the left wing aft spar, and two of its ribs were bent. The left wing skin was buckled and wrinkled, and the left aileron and elevator were damaged.

Additional information

According to the Aeronautical Information Manual (AIM), pilots should adjust their operations and flight path as necessary to preclude serious wake encounters. When landing behind a departing larger aircraft on the same runway, they should note where the larger aircraft's rotation point was and land well before the rotation point.

The AIM also states that government and industry groups are making concerted efforts to minimize or eliminate the hazards of trailing vortices. However, the flight disciplines necessary to ensure vortex avoidance during VFR operations must be exercised by the pilot. Vortex visualization and avoidance procedures should be exercised by the pilot using the same degree of concern as in collision avoidance and that wake turbulence may be encountered by aircraft in flight as well as when operating on the airport movement area.