Cessna 180 - B accident near Redmond, Oregon, September 16, 2013
On September 16, 2013 at about 6:26 pm local time, a 1958 Cessna 180 - B, registered N5112E, was substantially damaged in an accident during landing (landing roll) near Redmond, Oregon (Roberts Field). 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 inability to counter an unexpected wind gust after touchdown, which resulted in a loss of directional control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 2013 · about 6:26 pm local time
- Place
- Redmond, Oregon · Roberts Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 180 - B, built 1958 · all 180 - Bs on the register
- Registration
- N5112E · registry record · serial 50412
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the approach to the airport, the pilot/owner of the tailwheel-equipped, high-wing airplane obtained the airport conditions via the automated broadcast, which reported the wind direction as "variable," and the wind speed as 3 knots. Per the air traffic control tower controller's instructions, the pilot entered the left downwind leg of the traffic pattern for runway 10; the airplane was subsequently cleared to land. When the airplane was midfield on the downwind leg, the controller advised the pilot that the wind was from 340 degrees at 4 knots. The pilot used full flaps for the final approach and touchdown, which he reported as "normal." However, just after touchdown, a wind gust lifted the left wing, which the pilot was unable to successfully counter with flight control inputs. The airplane ground looped to the left, which damaged the right wing and horizontal stabilizer. The pilot did not report any preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. Review of the wind data revealed that the wind direction at the wind sensor site, which was 5,000 ft east of the accident location, was approximately from the north but changed about 60 degrees in the minute surrounding the time of the landing. The recorded speeds were between 4 and 7 knots. The sensor was located in a flat open area, whereas multiple buildings were located about 700 ft from either side of the accident landing zone, which could affect wind speed and direction in the landing zone. Wind sensor data processing algorithms combined with the distance and differences in surroundings between the wind sensor and the accident location allowed the possibility that the recorded wind values did not accurately represent the wind values experienced by the airplane on landing.
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
- Dragged wing/rotor/float/other during landing (landing roll)
- Other weather encounter during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on operation
- cause Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on equipment
- cause Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Ability to respond/compensate
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Accuracy of related info
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,068 hours in all; 520 in this make and model; 26 in the last 90 days; 10 in the last 30 days; 954 as pilot in command
- Last flight review: April 15, 2013
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,914 hours
- Last inspection: annual inspection, October 1, 2012; 60 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470 (piston); 1,914 hours total
The flight
- Departed from: OG21 Prineville OR at 6:25 pm
- Destination: RDM Redmond OR
- Flight plan: none
- Runway 10, 7,006 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 45°F (7°C)
- Altimeter: 29.96 inHg
- Observation at 6:56 pm from rdm
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.
Other NTSB records under N5112E 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.