Monticello, NY, USA
N1695R
Cessna R182
The pilot reported that the airplane was on final approach to runway 33, a 6,300-foot-long, 150-foot-wide, asphalt runway, at an airspeed of 68 knots, and a flap setting of 30 degrees. When the airplane was about 10 feet above the ground, it experienced a "strong gust" from the left, and the right main landing gear contacted the runway. The pilot then aborted the landing. He applied full-power, turned the carburetor heat "off," and retracted the landing gear and flaps. The airplane settled onto the ground and continued down an embankment. Examination of the airplane did not reveal any pre-impact mechanical malfunctions; nor did the pilot report any. It was noted that the flaps were observed in the fully retracted position. Winds reported at the airport about the time of the accident, were from 270 degrees at 6 knots. Review of the Airplane Flight Manual go-around checklist revealed that the checklist called for flaps to be retracted to 20 degrees, and then retracted "slowly" after reaching an airspeed of 75 knots.
On April 28, 2003, about 1100 eastern daylight time, a Cessna R182, N1695R, was substantially damaged during an aborted landing at the Sullivan County International Airport (MSV), Monticello, New York. The certificated private pilot and passenger were not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for flight that departed Solberg-Hunterdon Airport (N51), Reading, New Jersey, and was destined for Columbia County Airport (1B1), Hudson, New York. The personal flight was conducted under 14 CFR Part 91. According to his written statement, the pilot said he was en route to his destination, when he elected to land at MSV. He entered the traffic pattern for runway 33, a 6,300-foot-long, 150-foot-wide, asphalt runway; however, he performed a go-around during the final approach. During a second landing attempt, the airplane was on final approach at an airspeed of 68 knots, and a flap setting of 30 degrees. When the airplane was about 10 feet above the ground, it experienced a "strong gust" from the left, and the right main landing gear contacted the runway. The pilot then elected to perform another go-around. He applied full-power, turned the carburetor heat "off," and retracted the landing gear and flaps. The airplane settled onto the ground and continued down an embankment. Examination of the airplane by a Federal Aviation Administration (FAA) inspector did not reveal any pre-impact mechanical malfunctions; nor did the pilot report any. The inspector noted that the flaps were observed in the fully retracted position. Review of FAA publication H-8083-3, titled Airplane flying Handbook, section 7, Go-Arounds, stated in part: "...Caution must be used in retracting the flaps. Depending on the airplane's altitude and airspeed, it may be wise to retract the flaps in small increments to allow time for the airplane to accelerate properly as they are being raised. A sudden and complete retraction of the flaps at a very low airspeed could cause a loss of lift resulting in the airplane settling to the ground...." Review of the Airplane Flight Manual go-around checklist revealed that the checklist called for flaps to be retracted to 20 degrees, and then retracted "slowly" after reaching an airspeed of 75 knots. The pilot reported 230 hours of total flight experience, which included 17 hours in make and model. Winds reported at MSV, about the time of the accident, were from 270 degrees at 6 knots.
The pilot's premature raising of the flaps during the aborted landing. A factor in this accident was the crosswind condition.
Source: NTSB Aviation Accident Database
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