# NTSB SEA00LA041: Cessna 177, N3433T, Snohomish, WA, January 31, 2000 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: January 31, 2000, 15:30 local (23:30 UTC) - Place: Snohomish, WA - Coordinates: 47.940422, -121.999679 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=47.9404&lon=-121.9997&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious, 1 minor - Status: Completed, report May 9, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 48566 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA00LA041 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/48566/pdf - Page: https://openairdocs.org/ntsb/SEA00LA041 ## Probable cause The pilot's improper decision to attempt a go-around, then attempt to stop on the wet grass. Factors include variable winds, the pilot's inadequate compensation for the winds conditions, his inadequate recovery from a bounced landing, wet grass along the side of the runway, and a residence near the edge of the runway surface. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Hard landing, landing - flare/touchdown - compensation for wind conditions - inadequate, pilot in command (contributing factor) - weather condition - variable wind (contributing factor) - On ground/water collision with object, landing - aborted - recovery from bounced landing - inadequate, pilot in command (contributing factor) - in-flight planning/decision - improper, pilot in command (cause) - object - residence (contributing factor) - terrain condition - grass (contributing factor) - terrain condition - wet (contributing factor) ## Analysis While on short-final to a full-stop landing, the wind shifted and the aircraft's rate of descent increased. The pilot corrected with partial power, but did not initiate the landing flare soon enough to keep the aircraft from hitting the runway hard enough to bounce back into the air. After ballooning back into the air, the aircraft started drifting sideways and touched down in an open grassy area alongside the runway. Although the power was at idle at that point, and the pilot had ample room to bring the aircraft to a stop on the grass, he elected to abort the landing. After adding power and trying to get the aircraft to lift off using two different flap settings, the pilot elected to abort the go-around because he thought he might not clear obstacles ahead. During his attempt to stop the aircraft on the wet grass, it slid into a residence just off to the side of the southeast end of the runway. After impacting the house, both the residence and the aircraft caught on fire. ## Factual narrative On January 31, 2000, approximately 1530 Pacific standard time, a Cessna 177, N3433T, collided with a personal residence during a balked landing at Harvey Airfield, Snohomish, Washington. The private pilot received serious injuries, his passenger received minor injuries, and the aircraft, which was owned by a friend of the pilot, was destroyed by a post-impact fire. The CFR Part 91 pleasure flight, which departed Skagit Regional Airport, Burlington, Washington, about 30 minutes prior to the accident, was operating in visual meteorological conditions. No flight plan had been filed, and there was no report of an ELT activation. According to both the pilot and his pilot-rated passenger, while they were on final approach to runway 14, the wind seemed to shift about the time the aircraft crossed over the 22 foot-high wires just off the north end of the runway. As a result of the wind shift, the aircraft's rate of descent increased and the pilot added power. According to the pilot, there might have been a delay in engine response, but the passenger reported that the engine responded normally. According to the pilot, as the aircraft approached the runway surface, he began the landing flare, but not soon enough to properly arrest the rate of descent prior to contacting the runway surface. The aircraft then hit the runway hard, bounced back into the air, and began drifting to the left. According to the passenger, the pilot added partial power when the aircraft ballooned, but pulled the throttle to idle as the aircraft touched down on the grass along the northeast side of the runway. With about 1,500 feet of grass surface remaining on which to stop, the pilot put the flaps in the full-up position, turned off the carburetor heat, and added full power in an effort to abort the landing. Both the passenger and a number of other witnesses said that the pilot then pulled the nose of the aircraft up so high that the tiedown tang under the tail was digging into the dirt. Since the aircraft did not lift off as soon as the pilot thought it should, he told the passenger to "give me flaps," and the passenger moved the flaps to the 10 degree position. Soon thereafter, the pilot partially reduced power, moved the flaps back to the full-up position, and added full power again. Within a few seconds of adding power this second time, the pilot realized that the aircraft might not clear the fence at the southeast end of the airport property or the cars on the road just beyond the fence. He therefore brought the power to idle and tried to turn to the right away from the hangars that were under construction just off his left wing tip. This resulted in the aircraft heading toward the residence near the end of the runway. The pilot applied hard breaking, but due to the slippery wet grass he was unable to stop the aircraft prior to it contacting the house. After colliding with the house, the aircraft caught fire. Both the pilot and the passenger reported that the engine was running smooth with no evidence of coughing, backfiring, or missing. The FAA inspector who responded to the scene reported that he saw no evidence that would lead him to believe there had been an engine malfunction or flight control anomaly. ## Aircraft - Registration: [N3433T](https://openairdocs.org/deregistered/N3433T-2002-10-08), registration cancelled 2002-10-08, S/N 17700733, built 1968 (OpenAirDocs) - Reported make and model: Cessna 177 - Registry model: [Cessna 177](https://openairdocs.org/model/cessna-177) (registry code 2073704) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17700733 - Engines: Lycoming O-320 150 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Registered owner: Ralph S. Smith - Airworthiness certificate: Standard, Normal - Departed: 75S, BURLINGTON, WA - Destination: S43 - Airport: S43, Harvey Field, runway 14, 2,660 × 36 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 68; private; airplane ratings: single-engine sea, single-engine land; medical: class 2, valid medical--w/ waivers/lim; seat: left; flight hours: 350 total, 40 in this make and model, 300 as pilot in command, 8 in the last 90 days, 8 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 130° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: 15,000 ft overcast - Temperature: 48 °F - Altimeter: 29.00 inHg ## 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 20000131007749A](https://openairdocs.org/incident/20000131007749A), Jan 31, 2000: Cessna 177, Snohomish, WA, No damage. (-23) On January 31, 2000, the pilot departed skagit regional airport and approximately 15 minutes later at 1518, the aircraft experienced a hard landing on… 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.