Cessna A185F accident near Rural Retreat, Virginia, July 21, 2024
On July 21, 2024 at about 2:07 pm local time, a 1978 Cessna A185F, registered N185GS, was substantially damaged in an accident during landing (landing roll) near Rural Retreat, Virginia (Mountain Empire airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of directional control during the landing roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 21, 2024 · about 2:07 pm local time
- Place
- Rural Retreat, Virginia · Mountain Empire · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A185F, built 1978 · all A185Fs on the register
- Registration
- N185GS · registry record · serial 18503646
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the tailwheel-equipped airplane reported that after completing a short cross-country flight, he entered the airport pattern for a full-stop landing. The pilot described that he configured the airplane up for a “full stall, 3-point landing” and upon touching down, the airplane “abruptly swerved to the right.” The pilot recounted that it felt “as if the right brake was applied” but reported that both of his feet were off the brakes. The pilot applied left brake, but it was ineffective because the left wheel was pulled off the runway by the abrupt swerve to the right. To compensate, the pilot increased throttle input, which inadvertently resulted in the airplane beginning a climb away from the runway before entering a descending left turn. Following the accident, a Federal Aviation Administration inspector examined the airplane’s wheels, tires, and brakes, and found no evidence of any anomalies. A subsequent detailed inspection of the right brake by a mechanic revealed that the internal components of the brake had little wear and showed no evidence of damage or defects. The left main landing gear separated from the fuselage during the accident sequence, therefore the integrity of the hydraulic system used to actuate the brake could not be evaluated.
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
- Runway excursion during landing (landing roll)
- Loss of control on ground during landing (landing roll) defining event
- Attempted remediation/recovery during landing (landing roll)
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 556 hours in all; 25 in this make and model; 72 in the last 90 days; 41.3 in the last 30 days; 471.1 as pilot in command
- Last flight review: April 20, 2024
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,200 hours
- Last inspection: annual inspection, September 11, 2023; 10 hours since
- Maximum gross weight: 3,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor IO 550 D13B (piston); 540 hours total
The flight
- Departed from: VJI Abingdon VA at 1:00 pm
- Flight plan: none
- Runway 26, 5,252 ft by 75 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 66°F (19°C)
- Altimeter: 30.20 inHg
- Observation at 9:35 am from MKJ
Weather report (METAR): KMKJ 211335Z AUTO 00000KT 10SM CLR 20/19 A3020 RMK AO2 T01960185,M
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 8 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Postaccident view of wreckage
Photograph 2 – Postaccident view of wreckage
Photograph 3 – Postaccident view of wreckage
Photograph 4 – Postaccident view of wreckage
Photograph 5 - Postaccident view of wreckage from runway
Photograph 6 – Right main landing gear tire
Photograph 7 – Disassembled right brake caliper
Photograph 9 – Right brake pistonThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on September 4, 2024. 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, 9 pages | View Download |
| 2 | Memorandum for Record A�� Email, Pilot | PDF, 1 page | View Download |
| 3 | Memorandum for Record A�� Mechanic's Brake Inspection | PDF, 1 page | View Download |
| 4 | Memorandum for Record A�� FAA Examination of Wreckage | PDF, 1 page | View Download |
| 5 | Investigation Photographs | PDF, 10 pages · our copy | View Download |
| 6 | Airport Surveillance Video | MOV file | 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 N185GS the same tail number, which may have belonged to a different aircraft at the time
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.