Cessna A185F accident near Coeur D'Alene, Idaho, July 18, 2010
On July 18, 2010 at about 6:00 pm local time, a Cessna A185F, registered N619VM, was substantially damaged in an accident during landing (landing roll) near Coeur D'Alene, Idaho (Coeur D'Alene-Pappy Boyington airport). It was a business 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
The pilot's inadequate compensation for a wind gust 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 18, 2010 · about 6:00 pm local time
- Place
- Coeur D'Alene, Idaho · Coeur D'Alene-Pappy Boyington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A185F · all A185Fs on the register
- Registration
- N619VM · registry record · serial 18504284
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While on final approach to the destination runway, the pilot noted that the windsock indicated a variable crosswind. The airplane touched down normally, in a tail-low configuration with the upwind-wing lowered to accommodate the crosswind. As the airplane was on the landing roll it passed by a hangar, where the pilot maneuvered the controls to adjust for the sudden no-wind condition. Just prior to the tailwheel making contact with the runway surface, the airplane passed a gap between two hangars and correspondingly encountered a gusty crosswind. The airplane partially ground-looped, with the right wing contacting the surface. The pilot reported that there were no preimpact mechanical malfunctions or failures with the airplane. A routine aviation weather report (METAR) for the airport, issued around the time of the accident, reported winds from 230 degrees at 03 knots.
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
- Loss of control on ground during landing (landing roll) defining event
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Response/compensation
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,355 hours in all; 740 in this make and model; 50 in the last 90 days; 15 in the last 30 days; 12 as pilot in command
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 2,250 lb
- Seats: 6
- Landing gear: fixed
- Engine: Cont Motor IO 520 SERIES (piston); 0 hours total
The flight
- Departed from: KMYL Mccall ID at 3:30 pm
- Destination: KCOE Coeur D'Alene ID
- Flight plan: none
- Runway 19, 5,400 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 6 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
- Observation at 5:55 pm from KCOE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.
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.