GAA16CA227

Factual narrative

The pilot of the tailwheel equipped airplane reported that during the takeoff roll in gusty wind conditions, the airplane encountered a strong wind gust. He further reported that shortly after takeoff, the right wing dropped, followed by the left wing; and the left wing impacted the ground. The airplane sustained substantial damage to the left wing. According to the pilot there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. A review of recorded data from the automated weather observation station located on the airport revealed that, at the time of the accident, conditions were wind 260 degrees at 29 knots, wind gust 40 knots. The airplane was departing on runway 22. The pilot attempted to takeoff with about an 18 knot right crosswind component. According to the airplane manufacture the maximum demonstrated crosswind component for takeoff and landing is 15 knots. The FAA Airplane Flying Handbook FAA-H-8083-3A (2004) discusses operations in crosswind conditions and states in part: Takeoffs and landings in certain crosswind conditions are inadvisable or even dangerous. If the crosswind is great enough to warrant an extreme drift correction, a hazardous landing condition may result. Therefore, the takeoff and landing capabilities with respect to the reported surface wind conditions and the available landing directions must be considered. It is imperative that pilots determine the maximum crosswind component of each airplane they fly, and avoid operations in wind conditions that exceed the capability of the airplane. The pilot of the tailwheel equipped airplane reported that during the takeoff roll in gusty wind conditions, the airplane encountered a strong wind gust. He further reported that shortly after takeoff, the right wing dropped, followed by the left wing; and the left wing impacted the ground. The airplane sustained substantial damage to the left wing.  According to the pilot there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. A review of recorded data from the automated weather observation station located on the airport revealed that, at the time of the accident, conditions were wind 260 degrees at 29 knots, wind gust 40 knots. The airplane was departing on runway 22. The pilot attempted to takeoff with about an 18 knot right crosswind component. According to the airplane manufacture the maximum demonstrated crosswind component for takeoff and landing is 15 knots. The FAA Airplane Flying Handbook FAA-H-8083-3A (2004) discusses operations in crosswind conditions and states in part: Takeoffs and landings in certain crosswind conditions are inadvisable or even dangerous. If the crosswind is great enough to warrant an extreme drift correction, a hazardous landing condition may result. Therefore, the takeoff and landing capabilities with respect to the reported surface wind conditions and the available landing directions must be considered. It is imperative that pilots determine the maximum crosswind component of each airplane they fly, and avoid operations in wind conditions that exceed the capability of the airplane. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

FAA avdata. C = Cause, F = Factor.

• C Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot - C
• C Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Directional control-Not attained/maintained - C
• F Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Crosswind correction-Capability exceeded - F
• — Environmental issues-Conditions/weather/phenomena-Wind-Crosswind-Effect on equipment