# NTSB WPR13LA414: Cessna 180 - B, N5112E, Redmond, OR, September 16, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: September 16, 2013, 11:26 local (18:26 UTC) - Place: Redmond, OR - Coordinates: 44.256668, -121.150001 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=44.2567&lon=-121.1500&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-landing roll: Loss of control on ground](https://openairdocs.org/ntsb-events/230) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report October 5, 2015 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: FAA FSDO - NTSB case key (mKey): 88069 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR13LA414 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/88069/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=88069 - Page: https://openairdocs.org/ntsb/WPR13LA414 ## Probable cause The pilot's inability to counter an unexpected wind gust after touchdown, which resulted in a loss of directional control. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [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: [Cessna 180B, 2 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=2072606), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 180B, 3 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=2072606), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Wind: gusts](https://openairdocs.org/ntsb-findings/03034045): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Cessna 180B, 2 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md?model=2072606), [All aircraft, 1,199 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md) - [Wind: gusts](https://openairdocs.org/ntsb-findings/03034045): Environmental issues › Conditions/weather/phenomena · Effect on equipment (probable cause); cases with it: [Cessna 180B, 2 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md?model=2072606), [All aircraft, 1,199 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md) - [Wind: gusts](https://openairdocs.org/ntsb-findings/03034045): Environmental issues › Conditions/weather/phenomena · Ability to respond/compensate (probable cause); cases with it: [Cessna 180B, 2 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md?model=2072606), [All aircraft, 1,199 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md) - [Wind: gusts](https://openairdocs.org/ntsb-findings/03034045): Environmental issues › Conditions/weather/phenomena · Accuracy of related info; cases with it: [Cessna 180B, 2 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md?model=2072606), [All aircraft, 1,199 cases](https://openairdocs.org/ntsb-findings/03034045/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-landing roll: Loss of control on ground](https://openairdocs.org/ntsb-events/230) (defining event); cases with it: [Cessna 180B, 6 cases](https://openairdocs.org/ntsb-events/230/sequence.md?model=2072606), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Landing-landing roll: Dragged wing/rotor/float/other](https://openairdocs.org/ntsb-events/093); cases with it: [Cessna 180B, 1 case](https://openairdocs.org/ntsb-events/093/sequence.md?model=2072606), [All aircraft, 319 cases](https://openairdocs.org/ntsb-events/093/sequence.md) - [Landing-landing roll: Other weather encounter](https://openairdocs.org/ntsb-events/400); cases with it: [Cessna 180B, 2 cases](https://openairdocs.org/ntsb-events/400/sequence.md?model=2072606), [All aircraft, 1,127 cases](https://openairdocs.org/ntsb-events/400/sequence.md) ## Analysis During the approach to the airport, the pilot/owner of the tailwheel-equipped, high-wing airplane obtained the airport conditions via the automated broadcast, which reported the wind direction as "variable," and the wind speed as 3 knots. Per the air traffic control tower controller's instructions, the pilot entered the left downwind leg of the traffic pattern for runway 10; the airplane was subsequently cleared to land. When the airplane was midfield on the downwind leg, the controller advised the pilot that the wind was from 340 degrees at 4 knots. The pilot used full flaps for the final approach and touchdown, which he reported as "normal." However, just after touchdown, a wind gust lifted the left wing, which the pilot was unable to successfully counter with flight control inputs. The airplane ground looped to the left, which damaged the right wing and horizontal stabilizer. The pilot did not report any preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. Review of the wind data revealed that the wind direction at the wind sensor site, which was 5,000 ft east of the accident location, was approximately from the north but changed about 60 degrees in the minute surrounding the time of the landing. The recorded speeds were between 4 and 7 knots. The sensor was located in a flat open area, whereas multiple buildings were located about 700 ft from either side of the accident landing zone, which could affect wind speed and direction in the landing zone. Wind sensor data processing algorithms combined with the distance and differences in surroundings between the wind sensor and the accident location allowed the possibility that the recorded wind values did not accurately represent the wind values experienced by the airplane on landing. ## Factual narrative Airplane Manufacturer's Owner's Manual Information The Cessna Owner's Manual (OM) for the accident airplane contained minimal guidance regarding landing flap settings and operations. The OM stated that "Normal landings are made power off with any flap setting," and then followed with "The approach is steep with full wing flaps, but slips are permissible with wing flaps extended if necessary." The OM power-off, wings level, full flaps stall speed was listed as 56 mph. Airplane Flying Handbook Information Chapter 8 "Approaches and Landings" of the Airplane Flying Handbook (FAA-H-8083-3) contained some guidance on post-touchdown wing rise. The following statements were extracted directly from that document. When landing in a crosswind, there may be instances when a wing will rise during the after-landing roll. Any time an airplane is rolling on the ground in a crosswind condition, the upwind wing is receiving a greater force from the wind than the downwind wing. This causes a lift differential. Also, as the upwind wing rises, there is an increase in the angle of attack, which increases lift on the upwind wing, rolling the airplane downwind. If no correction is applied, it is possible that the upwind wing will rise sufficiently to cause the downwind wing to strike the ground. In the event a wing starts to rise during the landing roll, the pilot should immediately apply more aileron pressure toward the high wing and continue to maintain direction. The sooner the aileron control is applied, the more effective it will be. The further a wing is allowed to rise before taking corrective action, the more airplane surface is exposed to the force of the crosswind. This diminishes the effectiveness of the aileron. Automated Surface Observation System (ASOS) Location RDM was equipped with an automated surface observation system (ASOS), which sensed and recorded multiple meteorological parameters, including wind speed and direction. The ASOS wind sensor was located about 1,000 feet beyond the runway 22 threshold, and offset about 700 feet southeast of that runway centerline, which placed it about 5,000 feet east-southeast of the accident location on runway 10. The ASOS equipment was situated in a flat, open section of the airport, with no nearby features that could mask or alter the sensed winds. In contrast, there were numerous buildings located about 700 feet both northeast and southwest of the runway 10 landing zone. According to the Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25) "Obstructions on the ground affect the flow of wind and can be an unseen danger. Ground topography and large buildings can break up the flow of the wind and create wind gusts that change rapidly in direction and speed ... It is especially important to be vigilant when flying in or out of airports that have large buildings or natural obstructions located near the runway. ASOS Data Processing Processed ASOS data was used as the source data for the ATIS and METAR reports.Repeater readouts of the ASOS winds were available to the controllers in the ATCT. Review of the ASOS data capture and processing methods revealed that raw wind information was sensed and recorded every second. That raw, 1-second interval data was overwritten every 14 hours, and was not available for the investigation, because the investigation did not request the data within the 14-hour window. The highest-fidelity wind data available to the investigation was processed data that was captured at 1-minute intervals. The processing consisted of data smoothing algorithms that were used to minimize "erroneous" wind readings, with the primarily purpose of minimizing unnecessary service calls for the ASOS equipment. The 1-minute data included both "gust" (or "peak") and "sustained" wind speed and direction values for each time point. The gust values were predicated on a 3-second sample window, while the sustained values used a 5-second sample window; the gust window was always contained within its respective sustained window. Review of the 1-minute interval ASOS wind data revealed that the wind direction recorded by the system was from the north, and changed about 60 degrees in the minute surrounding the time of the landing. The recorded speeds were between 4 and 7 knots. The airplane was manufactured in 1958, and had accumulated a total time of about 1,914 hours in service. The airplane was of the high-wing, tailwheel configuration. Information provided by the Federal Aviation Administration (FAA) indicated that RDM runway 10 measured 7,000 feet by 100 feet. On September 16, 2013, about 1126 Pacific daylight time, a Cessna 180-B, N5112E, was substantially damaged when it ground-looped just after landing at Roberts Field (RDM) Redmond, Oregon. The private pilot/owner of the high-wing, tailwheel-equipped airplane was not injured. The business flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no FAA flight plan was filed for the flight. According to the pilot, per the instructions of the controller in the air traffic control tower (ATCT), he entered a left downwind leg of the traffic pattern for runway 10, and was subsequently cleared to land. The automated terminal information service (ATIS) broadcast, reported a wind direction of "variable," with a speed of 3 knots. When the pilot reported to the ATCT controller that he was midfield on the downwind leg, the controller informed him that the wind was 340 degrees at 4 knots. The approach and touchdown with full flaps were normal, but just after the touchdown a wind gust lifted the left wing, and the pilot was unable to successfully counter it. The airplane veered to the left, and the right wing and horizontal stabilizer contacted the runway surface. The airplane came to a stop facing back towards the approach path. The controller asked the pilot whether he required any assistance, and the pilot responded in thenegative. The pilot was then cleared to taxi to his destination on the airport, which was then accomplished uneventfully by the pilot. Subsequent examination of the airplane revealed that the right outboard wing and right horizontal stabilizer sustained substantial damage from the runway contact. The pilot reported that there were no pre-accident mechanical failures of the airplane. RDM was equipped with an Automated Terminal Information Service (ATIS) system that broadcast basic airport meteorological and runway use information. The ATIS broadcast that was current for the time of the accident and was received by the pilot was "Information Whiskey, valid 1756 Zulu, wind variable at 3, weather better than 5000 and 5,"temperature 18, dew point 7, altimeter 29.97, runways 10 and 22 in use." The METAR that was issued about 30 minutes prior to the accident reported winds from 330 degrees at 10 knots, and the METAR that was issued about 30 minutes after the accident reported winds from 280 degrees at 5 knots. The pilot reported that he had 1,068 hours total flight experience, including 520 in the accident airplane make and model. His most recent FAA third-class medical certificate was issued in April 2013, and his most recent flight review was completed in that same month. ## Aircraft - Registration: [N5112E](https://openairdocs.org/aircraft/N5112E), registered now, S/N 50412, built 1958 (OpenAirDocs) - Reported make and model: CESSNA 180 - B - Registry model: [Cessna 180B](https://openairdocs.org/model/cessna-180b) (registry code 2072606) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 50412 - Year built: 1958 - Airframe hours: 1914 - Engines: Continental O-470 230 horsepower reciprocating - Damage: Substantial damage - Flight: Business, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 1, 2012, 60 hours before - Departed: OG21, Prineville, OR - Destination: RDM, Redmond, OR - Airport: RDM, Roberts Field, runway 10, 7,006 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review April 15, 2013; seat: left; restraint: 3-point; flight hours: 1,068 total, 520 in this make and model, 954 as pilot in command, 26 in the last 90 days, 10 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 330° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 66 °F, dew point 45 °F - Altimeter: 29.96 inHg - Observed at: rdm ## 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 20130916018929A](https://openairdocs.org/incident/20130916018929A), Sep 16, 2013: Cessna 180B, Redmond, OR, Substantial damage. Pilot in command landed N5112E, a CE-180 airplane, with a left quartering tailwind at Roberts Field, Oregon (krdm). He lost control of the aircraft during the… ## Other investigations on N5112E (1) 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. - [NTSB NYC94LA184](https://openairdocs.org/ntsb/NYC94LA184), Sep 28, 1994: Cessna 180B (N5112E), East Moriches, NY, no damage. Probable cause: THE FAILURE OF THE PEDESTRIAN TO STAY CLEAR OF THE ACTIVE RUNWAY. A FACTOR WAS NIGHT CONDITIONS. ## Docket (9 files) The files NTSB released with the investigation on August 12, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=88069. 2.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430686&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Record of Communication – Owner/Pilot (item 2, .PDF, 24 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430687&FileExtension=.PDF&FileName=Record%20of%20Communication%20%E2%80%93%20Owner%2FPilot-Master.PDF - Airport Diagram – Pilot-Provided Event Locations (item 3, .PDF, 209 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430688&FileExtension=.PDF&FileName=Airport%20Diagram%20%E2%80%93%20Pilot-Provided%20Event%20Locations-Master.PDF - FAA Controller Statement (item 4, .PDF, 118 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430689&FileExtension=.PDF&FileName=FAA%20Controller%20Statement-Redacted.PDF - ATC Communications Summary (item 5, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430690&FileExtension=.PDF&FileName=ATC%20Communications%20Summary-Master.PDF - METARs (item 6, .PDF, 165 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430691&FileExtension=.PDF&FileName=METARs-Master.PDF - Wind Sensing Equipment Information (item 7, .PDF, 535 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430692&FileExtension=.PDF&FileName=Wind%20Sensing%20Equipment%20Information-Master.PDF - ASOS Processing Algorithm Primer (item 8, .PDF, 323 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430693&FileExtension=.PDF&FileName=ASOS%20Processing%20Algorithm%20Primer-Redacted.PDF - Wind Speed and Direction Plot (item 9, .PDF, 21 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40430694&FileExtension=.PDF&FileName=Wind%20Speed%20and%20Direction%20Plot-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.