History of Flight
On May 13, 2016, at about 1315 Pacific daylight time, a Cessna 180, registration N9370C, was substantially damaged when it nosed over onto its back following a landing at California City Airport (L71), California City, California. The private pilot and his passenger received minor injuries. The personal flight was conducted under Title 14 Code of Federal Regulations Part 91 in visual meteorological conditions.
The pilot reported that the airplane had just been approved for return to service after an annual inspection the day before the accident. He then conducted one uneventful flight. The following day, he and his passenger flew from Shafter Minter Field (MIT) to L71 to obtain a cost estimate for sheet metal work. The flight was uneventful until landing on runway 24. The airplane touched down in a three-point attitude, bounced once, and touched down again. Immediately after touchdown, the airplane began veering to the left. The pilot was unable to correct the veer despite control inputs and right brake application. When the airplane slowed to between 15 and 10 mph, it exited the south edge of the paved runway and nosed over.
Aircraft Information
The airplane was manufactured in 1955 and equipped with a Continental O-470 series engine. According to FAA records, it had been involved in a landing accident in 1974 but was repaired and returned to service. The pilot purchased the airplane in May 2015. The airplane and engine had about 2,271 total hours in service. The most recent annual inspection included brake maintenance: both brake discs and left brake pads were replaced, while used pads were retained on the right brake caliper. The components matched the manufacturer's guidance.
Examination Findings
Post-accident examination revealed a skid mark about 300 feet long, aligned with the right main gear, terminating at the pavement edge. The airplane came to rest inverted on a magnetic heading of approximately 025 degrees in desert soil just off the south runway edge. The left wing outboard end extended onto the pavement. Damage included both wings, vertical stabilizer and rudder, cowl, firewall, engine mounts, and propeller. No fire occurred, and fuel leakage was negligible.
A detailed examination of the rudder and tailwheel control system found all cables properly routed, no unusual wear or damage, and no anomalies that could interfere with control. However, rudder travel measured 13 degrees left and 16 degrees right, while the Cessna maintenance manual and type certificate data sheet specified 24 degrees either side. The tailwheel was a fully castering Scott model that operated normally.
The pilot mentioned that the purpose of the flight was to obtain a cost estimate to correct a rudder bow, caused by the 1974 accident or improper repair. The curvature was such that when the top of the rudder aligned with the fin, the bottom was deflected about 1.5 inches to the right. This bow was discovered when the pilot attempted to re-rig the airplane due to a left wing-heavy condition.
Additional Information
The mechanic who conducted the annual inspection stated that he used the Cessna 100-180 series checklist and checked rudder travel with a protractor by manually moving the rudder to its stops. He determined no adjustments were necessary. However, the post-accident measurements showed reduced travel. Attempts to reconcile the discrepancy via a third-party mechanic were unsuccessful as that mechanic purchased and disassembled the wreckage without conducting the agreed measurements.
The pilot held a private pilot certificate with an instrument rating, about 1,430 total flight hours, over 1,000 hours in taildraggers, and 105 hours in the accident airplane make and model. His most recent flight review and third-class medical certificate were both issued in April 2015.
Weather at nearby Mohave Air and Space Port (MHV) at 1320 included wind from 200 degrees at 15 knots, visibility 10 miles, clear skies, temperature 32°C, dew point -4°C, and altimeter 30.00 inHg. The repair facility owner noted that winds at L71 could be transient and unpredictable, especially in late morning to early afternoon during hotter months, and could differ significantly from conditions at MHV despite only 9 miles apart. The pilot stated the initial left swerve did not seem wind-induced but could not completely discount wind.