# Accident 19990707008569A: Cessna 152, Kent, OH, July 7, 1999 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: July 7, 1999, 13:35 local time - Place: Kent, OH - Airport: Kent State Univ Airport - Damage: Substantial damage - Phase of flight: Level Off Touchdown - Operating rules: General operating rules (Part 91) - Operator: JU8S - Location: 41.1693° N, 81.4303° W: From the FAA, an estimate near the named town, within about 3 miles - Nearby events: https://openairdocs.org/map.md?lat=41.1693&lon=-81.4303&mi=10 - Aircraft: N95435, registered now (https://openairdocs.org/aircraft/N95435) (OpenAirDocs) - Registry model: Cessna 152 (registry code 2071835, https://openairdocs.org/model/cessna-152) (OpenAirDocs) - Reported make and model: CESSNA 152 - Reported engine: LYC O235N2C - People aboard: 2 - Fatal injuries: 0 - Pilot flight hours: 450 total, 283 in this make and model, 23 in the last 90 days - NTSB investigation: [NTSB NYC99LA168](https://openairdocs.org/ntsb/NYC99LA168) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/19990707008569A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ACFT CRASHED ON LANDING AND SUSTAINED SUBSTANTIAL DAMAGE, OTHER CIRCUMSTANCES ARE UNKNOWN. (.19) ON JULY 7, 1999, ABOUT 1335 EASTERN DAYLIGHT TIME, A CESSNA 152, N95435, WAS SUBSTANTIALLY DAMAGED WHILE LANDING AT KENT STATE UNIVERSITY AIRPORT (1G3), STOW, OHIO. THE CERTIFICATED FLIGHT INSTRUCTOR AND STUDENT PILOT WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE DUAL INSTRUCTIONAL FLIGHT. NO FLIGHT PLAN HAD BEEN FILED FOR THE FLIGHT THAT DEPARTED FROM 1G3, AND WAS OPERATED UNDER 14 CFR PART 91. ACCORDING TO INTERVIEWS WITH INSPECTORS FROM THE FEDERAL AVIATION ADMINISTRATION (FAA), AND KENT STATE UNIVERSITY PERSONNEL, THE FLIGHT INSTRUCTOR HAD NOT PREVIOUSLY FLOWN WITH THE STUDENT PILOT AND WAS FILLING IN FOR ANOTHER FLIGHT INSTRUCTOR. THE FLIGHT DEPARTED 1G3 ABOUT 1250, AND PROCEEDED TO THE PRACTICE AREA. AT THE COMPLETION OF THE PRACTICE SESSION, THE FLIGHT RETURNED TO 1G3 FOR LANDING. THE FLIGHT INSTRUCTOR ASKED THE STUDENT PILOT IF SHE HAD PREVIOUSLY PERFORMED A SHORT FIELD LANDING OVER AN OBSTACLE. WHEN THE STUDENT PILOT REPLIED THAT SHE HAD NOT, THE FLIGHT INSTRUCTOR PROCEEDED TO TALK THE STUDENT PILOT THROUGH THE APPROACH. THE APPROACH STARTED OUT HIGH, AND ON FINAL APPROACH FOR RUNWAY 1, THE AIRPLANE WAS FLOWN AT 54 KNOTS INDICATED AIRSPEED (KIAS), WITH FULL FLAPS. AS THE AIRPLANE NEARED THE RUNWAY, THE SINK RATE INCREASED. THE AIR WAS TURBULENT. THE FLIGHT INSTRUCTOR TOOK CONTROL OF THE AIRPLANE AS IT PASSED THROUGH ABOUT 30 FEET ABOVE THE GROUND AND ATTEMPTED TO ROTATE THE NOSE TO A CLIMB ATTITUDE. THE AIRPLANE DID NOT RESPOND AND STRUCK THE RUNWAY WITH A COLLAPSED NOSE LANDING GEAR. IN ADDITION, EXAMINATION OF THE AIRPLANE REVEALED THAT THE FIREWALL WAS BUCKLED, AND THE PROPELLER BENT. THE WINDS WERE REPORTED TO BE FROM 340 TO 350 DEGREES ABOUT 10 KNOTS. RUNWAY 1/19, WHICH WAS 4,000 FEET LONG AND 60 FEET WIDE, WAS CLOSED FOR REPAIRS. A NOTICE TO AIRMEN (NOTAM) HAD BEEN ISSUED, AND THE FLIGHT OPERATIONS WERE BEING CONDUCTED ON THE ADJACENT PARALLEL TAXIWAY, WHICH WAS 2,900 FEET LONG, 40 FEET WIDE, AND LOCATED TO THE LEFT SIDE OF THE RUNWAY. THERE WAS A STAND OF TREES LOCATED ABOUT 200 FEET LEFT OF THE TAXIWAY, WHICH WERE ABOUT 80 FEET HIGH. THE TREES STARTED WITH THE APPROACH END OF THE RUNWAY/TAXIWAY, AND EXTEND FOR ABOUT 2,000 FEET. A CHECK OF THE CESSNA 152 FLIGHT MANUAL REVEALED THAT THE RECOMMENDED SPEED F OR A SHORT FIELD APPROACH OVER AN OBSTACLE WAS 54 KIAS. BASED UPON AVAILABLE RECORDS, THE FLIGHT INSTRUCTOR HAD A TOTAL TIME OF ABOUT 350 HOURS, WITH 50 HOURS AS A FLIGHT INSTRUCTOR. THE STUDENT PILOT HAD A TOTAL TIME OF ABOUT 30 HOURS. (.4) THE FLIGHT INSTRUCTOR WAS FLYING WITH A STUDENT THAT SHE HAD NOT PREVIOUSLY FLOWN WITH. AT THE TERMINATION OF THE FLIGHT, SHE TALKED THE STUDENT PILOT THROUGH A SHORT FIELD LANDING. THE APPROACH STARTED OUT HIGH AND POWER WAS REDUCED. THE FLIGHT INSTRUCTOR REPORTED THAT AS THE AIRPLANE PASSED THROUGH 50 TO 100 FEET ABOVE THE RUNWAY, SHE REALIZED THE SINK RATE WAS EXCESSIVE AND TOOK CONTROL OF THE AIRPLANE. SHE WAS UNABLE TO ARREST THE SINK RATE PRIOR TO TOUCHDOWN, AND THE AIRPLANE BOUNCED MULTIPLE TIMES ON THE RUNWAY. THE NOSE LANDING GEAR COLLAPSED AND THE FIREWALL WAS BENT. (-23) INSTRUCTOR AND STUDENT WAS PRACTICING A SHORT FIELD LANDING OVER AN ASSUMED OBSTACLE. THIS WAS TO THE TAXIWAY AS THE RUNWAY WAS NOTAMED CLOSED FOR REPAIRS. THE INSTRUCTOR STATED THAT AS THE ACFT WAS HIGH ON THE APPROACH IT WAS SLOWED TO THE FLIGHT MANUAL RECOMMENDED SPEED OF 54 KNOTS. THE THROTTLE WAS RETARDED TO REDUCE THE SINK RATE. THE FLIGHT INSTRUCTOR ASSU MED CONTROL ABOUT 30 FEET AGL. THE ACFT IMPACTED THE TAXIWAY BOUNCING THREE TIMES. BOTH PILOTS REPORTED TURBULENCE ON THE APPROACH. THE ACFT WAS SUBSTANTIALLY DAMAGED. INSPECTION REVEALED COLLAPSED NOSE GEAR, BENT PROPELLER BLADES, SEVERED ENGINE MOUNT SUPPORTING STRUCTURE AND BUCKLED FIREWALL. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB NYC99LA168](https://openairdocs.org/ntsb/NYC99LA168), Jul 7, 1999: Cessna 152 (N95435), Stow, OH, substantial damage. Probable cause: Was the failure of the flight instructor to recognize the high sink rate and apply corrective action in a timely manner. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.