Friday, November 27, 2020

Loss of Control on Ground: Cessna 180C, N334SC; accident occurred August 25, 2020 at Sunrise Skypark Airport (ID40), Givens Hot Springs, Owyhee County, Idaho

 

 


Aviation Accident Factual Report - National Transportation Safety Board

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Boise, Idaho

Investigation Docket - National Transportation Safety Board:


Location: Givens Hot Springs, Idaho 
Accident Number: WPR20CA297
Date & Time: August 25, 2020, 07:15 Local 
Registration: N334SC
Aircraft: Cessna 180
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

Pilot Information

Certificate: Private
Age: 73,Male
Airplane Rating(s): Single-engine land; Single-engine sea; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: BasicMed Without waivers/limitations
Last FAA Medical Exam: November 27, 2017
Occupational Pilot: No
Last Flight Review or Equivalent: March 11, 2019
Flight Time: (Estimated) 4656 hours (Total, all aircraft), 1475 hours (Total, this make and model), 4557 hours (Pilot In Command, all aircraft), 39 hours (Last 90 days, all aircraft), 26 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N334SC
Model/Series: 180 C 
Aircraft Category: Airplane
Year of Manufacture: 1960
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 50691
Landing Gear Type: Tailwheel
Seats:
Date/Type of Last Inspection: January 14, 2020 Annual
Certified Max Gross Wt.: 2550 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 3899 Hrs at time of accident 
Engine Manufacturer: Continental
ELT: Installed, not activated 
Engine Model/Series: O-470 SERIES
Registered Owner: 
Rated Power: 230 Horsepower
Operator: On file 
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KMAN,2537 ft msl
Distance from Accident Site: 13 Nautical Miles
Observation Time: 14:55 Local 
Direction from Accident Site: 39°
Lowest Cloud Condition: Clear 
Visibility: 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 140° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.12 inches Hg
Temperature/Dew Point: 19°C / 7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Givens Hot Springs, ID (ID40)
Type of Flight Plan Filed: None
Destination: Yellow Pine, ID (3U2) 
Type of Clearance: None
Departure Time: 07:15 Local
Type of Airspace: Class G

Airport Information

Airport: SUNRISE SKYPARK ID40
Runway Surface Type: Asphalt
Airport Elevation: 2240 ft msl
Runway Surface Condition: Dry
Runway Used: 30 
IFR Approach: None
Runway Length/Width: 2892 ft / 40 ft 
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None 
Latitude, Longitude: 43.416389,-116.706665(est)

4 comments:

  1. Well that is totaled. Poor little Cessna!

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    Replies
    1. Nah, that plane will be flying again quickly. 180's are worth too much and that just looks like a wing and HS and inspection of the center section (without seeing it all).

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    2. I don't think it's totaled.
      Should buff out.:)

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  2. @ https://www.stick-rudder.com/PDF-Files/The-Taildragger.pdf
    "Takeoff: The next difference you will notice comes during takeoff. With a tricycle gear airplane, you accelerate down the runway, the airplane pretty much rolling straight on its own, until you reach a desired speed, at which time you simply pull back on the wheel and lift off. Takeoffs in a taildragger require a lot more work. Predominantly, right rudder will be required to keep the airplane rolling straight down the runway, but constant rudder corrections are necessary to keep it rolling absolutely straight. With the tailwheel on the ground, most taildraggers are rolling down the runway right at the stall angle of attack. This is by design for landing purposes.

    The normal takeoff procedure is to raise the tail just a little to the proper angle of attack for the airplane to fly itself off the ground. When the tail comes up, you lose the traction of the tailwheel, so a little more right rudder is required to keep it going straight. Also, there is a law of physics that says when the plane of a gyro is tilted, it reacts with an opposite force 90 degrees in the direction of rotation. Well, it turns out that the propeller is a pretty good gyro. When the tail comes up, you are tilting the plane of the propeller. The force you are applying is the equivalent of pushing at the top of the propeller arc from behind. Since the propeller is rotating clockwise when viewed from behind, the gyroscopic reaction comes as if it were pushing on the airplane's right side of the propeller arc. This tends to turn the airplane to its left while the tail is actually moving up. So, while the tail is moving up, an extra dose of right rudder is required. A good taildragger pilot leads with a little extra right rudder an instant before the tail starts up to keep the nose aligned perfectly straight, rather than waiting for it to start left and then apply the correction. Also know that the more horsepower the engine has, the stronger this gyroscopic reaction is, as well as torque, so more right rudder will be required. In some really powerful airplanes, you would not have enough rudder to counteract these forces, so power is carefully applied and increased thought the takeoff roll so you don't run out of rudder.

    Once you get the tail up and stopped at the desired pitch attitude, you're in pretty good shape. The airplane is picking up significant speed now, so the rudder is becoming very effective. The P-factor is also reduced with your now lower angle of attack. You still have to pay full attention straight ahead and use the rudders to keep the airplane going straight, especially in a crosswind. Soon, the airplane lifts itself gracefully off the ground. Many people get the tail too high on the takeoff roll and then pull back on the yoke to lift off. It's better to learn the right attitude for your airplane so it flies itself off under normal conditions. This allows you to look straight down the runway and ignore the airspeed indicator so you can keep the airplane straight."

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