Cessna 180 accident near Phillipsburg, Montana, May 28, 1995
On May 28, 1995 at about 4:40 pm local time, a Cessna 180, registered N9115C, was substantially damaged in an accident near Phillipsburg, Montana (Riddick Field). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE DUAL STUDENT TO MAINTAIN DIRECTIONAL CONTROL DURING THE BOUNCED LANDING, AND THE FAILURE OF THE CERTIFIED FLIGHT INSTRUCTOR TO TAKE ADEQUATE REMEDIAL ACTION AND RECOVER FROM THE LOSS OF DIRECTIONAL CONTROL. A FACTOR CONTRIBUTING TO THE ACCIDENT WAS THE FAILURE OF MAINTENANCE PERSONNEL TO ADEQUATELY ALIGN THE LANDING GEAR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 28, 1995 · about 4:40 pm local time
- Place
- Phillipsburg, Montana · Riddick Field · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 180 · all 180s on the register
- Registration
- N9115C · no longer on the register · serial 31214
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING LANDING, WITH THE STUDENT PILOT AT THE CONTROLS, THE AIRCRAFT BOUNCED TWICE AND BEGAN TO VEER LEFT. THE CFI ATTEMPTED TO REGAIN DIRECTIONAL CONTROL, BUT WAS NOT SUCCESSFUL. THE AIRPLANE'S RIGHT MAIN LANDING GEAR SEPARATED AS THE AIRPLANE SKIDDED OFF THE LEFT SIDE OF THE RUNWAY. EXAMINATION OF THE FRACTURED AREA OF THE MAIN LANDING GEAR REVEALED THAT IT FAILED DUE TO OVERSTRESS. EXAMINATION OF THE WHEELS REVEALED THAT THEY WERE TOED IN EXCESSIVELY, AND THE TIRE TREADS WERE SEVERELY WORN.
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
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,197 hours in all; 6 in this make and model; 132 in the last 90 days; 27 in the last 30 days; 450 as pilot in command; 48 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,630 hours
- Last inspection: annual inspection, December 6, 1994; 30 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 0 hours total
The flight
- Departed from: 3U3 Anaconda MT at 4:00 pm
- Flight plan: none
- Runway 34, 3,600 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 010° at 3 knots
- Visibility: 50 statute miles
- Sky: not recorded
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N9115C 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.