Cessna 180 accident near Austin, Texas, July 22, 2017
On July 22, 2017 at about 10:35 pm local time, a 1955 Cessna 180, registered N3119D, was substantially damaged in an accident during initial climb near Austin, Texas (Lake Travis airport). It was an other work-use flight under general aviation rules (Part 91). 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper decision to attempt to take off after two previous failed attempts from choppy water with a high outside temperature and the airplane near its maximum gross weight, which degraded the airplane’s performance and resulted in its inability to maintain adequate airspeed and sustain a climb.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 22, 2017 · about 10:35 pm local time
- Place
- Austin, Texas · Lake Travis · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 180, built 1955 · all 180s on the register
- Registration
- N3119D · no longer on the register · serial 31917
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot was attempting to take off from a lake for an air tour flight with two passengers onboard. He noted that, after accelerating to get on step, it took "a bit longer than usual" to do so due to a high outside air temperature and choppy water conditions, which he realized could affect the airplane's performance. The airplane hit some waves just before reaching a takeoff speed about 45 mph, lifted off briefly, settled back down, and bounced twice. All indications appeared normal, and the airplane began to climb, but the pilot did not "feel" the usual acceleration after the airplane lifted off the water. Once the airplane was flying in ground effect, the pilot leveled it off a little to increase the airspeed, but the airspeed did not increase. After reaching between about 25 and 35 ft above the water, the airplane began descending, and it could not maintain altitude or airspeed. The pilot pitched the airplane's nose down a little to increase the airspeed, but the airspeed did not substantially increase, and the airplane began descending faster. The airplane's left pontoon impacted the water, which collapsed and then contacted the rotating propeller. Postaccident examination of the airplane revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. The Airplane Flying Handbook stated, in part, that, "under conditions of …high temperature, and/or maximum gross weight, the airplane may be able to lift off but will be unable to climb out of ground effect." After the accident and upon request, the pilot provided the Federal Aviation Administration investigator weight and balance calculations for the accident flight, which showed that the airplane was either at or above its maximum gross weight. This in conjunction with the high outside air temperature likely degraded the airplane's performance, which prevented it from being able to sustain a climb. The pilot was aware that such conditions could affect the airplane's performance and should not have attempted to take off.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Miscellaneous/other during takeoff
- Attempted remediation/recovery during takeoff (rejected takeoff)
- Loss of control in flight during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Climb rate › Capability exceeded
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Attain/maintain not possible
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Attain/maintain not possible
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › High temperature › Effect on operation
- Environmental issues › Physical environment › Runway/land/takeoff/taxi surface › Choppy surface › Effect on operation
- Aircraft › Aircraft oper/perf/capability › Aircraft capability › Maximum weight › Not specified
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 543 hours in all; 139 in this make and model; 54 in the last 90 days; 12 in the last 30 days; 408 as pilot in command; 0 on instruments
- Last flight review: November 20, 2016
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, September 20, 2017
- Maximum gross weight: 2,850 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor O-470-J (piston); 218 hours total
- Operator: Up Above Austin, LLC
The flight
- Departed from: Austin TX at 10:35 pm
- Destination: Austin TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 7,500 ft
- Temperature: 99°F (37°C), dew point 64°F (18°C)
- Altimeter: 29.86 inHg
- Observation at 9:53 pm from AUS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on April 11, 2019. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Passenger Statement | PDF, 2 pages | View Download |
| 3 | Pilot's Weight and Balance Calculations | PDF, 3 pages | View Download |
| 4 | Maintenance Logs with Weight and Balance Information | PDF, 3 pages | View Download |
| 5 | Record of Examination | PDF, 2 pages | View Download |
| 6 | Engine Monitor Devices - Specialist's Factual Report | PDF, 5 pages | View Download |
| 7 | Engine Monitor Devices - Specialist's Factual Report - Attachment 1 | data file | Download |
| 8 | Statement of Party Representatives to NTSB Investigation | PDF, 2 pages | View Download |
| 9 | Onboard Image Recorder - Specialist's Factual Report | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N3119D the same tail number, which may have belonged to a different aircraft at the time
1992-08-15ANC92T#A08 · accident near Eielson Afb, AK · substantial damage
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.