Cessna 185 Down at KBGR

Stewartb said:
This guy’s landing technique didn’t cause the accident.
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Depends on whether he was competent at the chosen technique.

Looks to me like he never got the tailwheel firmly planted. With all wheel landings there is a transition from rudder to tailwheel for directional control. If you botch that, you can put yourself in a situation where neither is effective.

3 point landings don't have that problem, since the tail is planted from the start. That often makes them easier for less experienced or rusty TW pilots.
 
Leaving flaps down with a crosswind will often cause problems. Which way you land doesn’t matter in that case. But hell, what do I know after 30 years with my Skywagon????
 
Rick A said:
OK, I'll rephrase the question: Flying a taildragger you're familiar with, typically loaded, and landing with a gusty crosswind on a long hard surfaced runway... at what point during the landing would you consider reducing the power to idle, and why?
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Oh, I don’t know, how about abeam the numbers just before turning base? Or maybe just midfield downwind?
 
In crossing and gusty winds I steepen my final approach and modulate power as required to get to my spot. Once wheels touch the power comes off, flaps come up, and brakes are applied. Unlike the popular theory, I’d have landed with full flaps at minimum safe speed so stopping isn’t difficult. Directional control isn’t difficult, either. You guys who think less or no flaps and higher approach speeds should be used land too fast, and that’s when bad things happen.
 
Probably most TW people on here have more TW time than me. But what I learned, and kept in mind, that if you land with the CG outside your wheel tracks, you're going to go around in the sense of a ground loop when the wheels touch. So don't do that. Instead, keep the CG within those limits, and when you land remember to keep flying the plane. If CG is outside that range, go around try again. All that said, what I've flown weighs probably 1/4 of the 185.
 
Juan speculates that ground loop damage may have jammed the left aileron and/or left elevator been a factor in the LOC and crash. He says once the right wing lifted and the gound loop progressed it was "off to the rodeo".
 
Literally anything else he could've done at the moment he pushed the throttle would've been better. He could've let go of everything and folded his arms and wound up alive and probably uninjured. Instead he did the one worst thing. I'm not sure what the lesson is, other than "you can always go around" is terrible advice.
 
OneCharlieTango said:
Literally anything else he could've done at the moment he pushed the throttle would've been better. He could've let go of everything and folded his arms and wound up alive and probably uninjured. Instead he did the one worst thing. I'm not sure what the lesson is, other than "you can always go around" is terrible advice.
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Yep. I've been in that position, and accepted the consequences, luckily (as I only had a couple hundred hours when it happened).
 
AV8R_87 said:
Information about the pilot:


www.themainewire.com

‘So Close Yet So Far:’ Deadly Maine Plane Crash Was Part Of A Global Flying Marathon

Photo from Luigi Accusani's Facebook page
www.themainewire.com www.themainewire.com

www.bangordailynews.com

Pilot killed in Bangor crash had crossed the Atlantic in small planes before

Luigi Accusani, 74, of Italy, died Friday at the Bangor International Airport while attempting to land in a single-engine Cessna.
www.bangordailynews.com www.bangordailynews.com
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Jeez... I can say it, because I is one, "A crazy old Italian". RIP Luigi.
 
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