Narrative:

I was established on final for runway 16. Final approach speed was 65 KTS. AWOS was reporting wind 230 degrees at 8 KTS. Upon touchdown the airplane had a slight bounce. I held the necessary pitch attitude and added a little power (to arrest the descent and keep the airplane from landing hard on the runway). While not totally certain; I believe when I bounced I did not keep the necessary crosswind correction in. The right wing picked up and the left wingtip struck the runway. When this happened; the left main and nosewheel were both in contact with the runway. The left wing then raised with the entire load of the airplane wheel barrowing on the nosewheel and the propeller made contact with the runway. The right main contacted the runway; then the left main and the plane exited the left side of the runway and came to rest about 15-20 ft off the edge of the runway pavement about midfield. I have thought about this scenario many times since the incident. I have made many crosswind lndgs in my 700+ hours of flying. The only other thing I would like to add is the possibility of a wind shift from 230 degrees to a quartering tailwind. It would explain the plane's lack of response to crosswind correction. If there had been a quartering tailwind during the flare; in my mind; it would explain the way the plane responded to the attempted control inputs to correct for the crosswind.

Related reports:

Google
 

Original NASA ASRS Text

Title: DURING CROSSWIND LANDING ATTEMPT; C182 PILOT LOSES CONTROL RESULTING IN RWY EXCURSION WITH DAMAGE TO WING TIP AND PROPELLER.

Narrative: I WAS ESTABLISHED ON FINAL FOR RWY 16. FINAL APCH SPD WAS 65 KTS. AWOS WAS RPTING WIND 230 DEGS AT 8 KTS. UPON TOUCHDOWN THE AIRPLANE HAD A SLIGHT BOUNCE. I HELD THE NECESSARY PITCH ATTITUDE AND ADDED A LITTLE PWR (TO ARREST THE DSCNT AND KEEP THE AIRPLANE FROM LNDG HARD ON THE RWY). WHILE NOT TOTALLY CERTAIN; I BELIEVE WHEN I BOUNCED I DID NOT KEEP THE NECESSARY XWIND CORRECTION IN. THE R WING PICKED UP AND THE L WINGTIP STRUCK THE RWY. WHEN THIS HAPPENED; THE L MAIN AND NOSEWHEEL WERE BOTH IN CONTACT WITH THE RWY. THE L WING THEN RAISED WITH THE ENTIRE LOAD OF THE AIRPLANE WHEEL BARROWING ON THE NOSEWHEEL AND THE PROP MADE CONTACT WITH THE RWY. THE R MAIN CONTACTED THE RWY; THEN THE L MAIN AND THE PLANE EXITED THE L SIDE OF THE RWY AND CAME TO REST ABOUT 15-20 FT OFF THE EDGE OF THE RWY PAVEMENT ABOUT MIDFIELD. I HAVE THOUGHT ABOUT THIS SCENARIO MANY TIMES SINCE THE INCIDENT. I HAVE MADE MANY XWIND LNDGS IN MY 700+ HRS OF FLYING. THE ONLY OTHER THING I WOULD LIKE TO ADD IS THE POSSIBILITY OF A WIND SHIFT FROM 230 DEGS TO A QUARTERING TAILWIND. IT WOULD EXPLAIN THE PLANE'S LACK OF RESPONSE TO XWIND CORRECTION. IF THERE HAD BEEN A QUARTERING TAILWIND DURING THE FLARE; IN MY MIND; IT WOULD EXPLAIN THE WAY THE PLANE RESPONDED TO THE ATTEMPTED CTL INPUTS TO CORRECT FOR THE XWIND.

Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.