Cessna 182Q N1DV

Summary

On 31 July 2012 at about 17:40 local time, a Cessna 182Q registered N1DV, operated by Vecchie Donald J, was involved in an accident near Three Lakes, Wisconsin, United States. One person was on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

31 July 2012 at 17:40

Classification

Accident

Location

Three Lakes, Wisconsin, United States

Nearest airport

Three Lakes Municipal Airport (40D)

Coordinates

45.7922, -89.1222

Aircraft

Cessna 182Q

Registration

N1DV

Category

Airplane

Engines

1

Operator

Vecchie Donald J

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Spingfield → Three Lakes

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CEN12CA509

Nobody was injured.

The pilot's excessive touchdown speed, which resulted in a bounced landing. Contributing to the accident was the pilot's lack of recent experience in flying light airplanes.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

Upon arrival at his destination airport after an uneventful instrument flight rules flight, the pilot entered the left downwind leg of the traffic pattern for a visual landing. The initial flare and touchdown were smooth at 85 knots. The airplane then floated and bounced twice, the nose gear collapsed, and the airplane came to rest about halfway down the runway. An examination of the airplane showed that the nose gear was separated from the airplane, resulting in substantial damage to the engine firewall. The pilot reported that he should have slowed to about 70 to 75 knots for touchdown to avoid floating and the subsequent bounced landing. The pilot stated that he was a corporate jet pilot and that he flew light reciprocating-engine aircraft only a few times a year. His perspective was that in flying corporate jets, computations of final approach speeds are more precisely determined and executed by the pilot. Final approach speeds in the light airplane category are determined moreso by an airspeed range depending on the wind conditions and gross weight. He offered that his higher-than-optimal approach speed was a result of not having recent experience in flying light airplanes. He stated that he had not flown a light aircraft for 6 months prior to this event.

Quoted verbatim from the NTSB record.