# Incident 20260322004229I: Cessna 172S, Concord, CA, March 22, 2026

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: March 22, 2026, 10:00 local time
- Place: Concord, CA
- Damage: Minor damage
- Phase of flight: Takeoff: Rotation
- Operating rules: General operating rules (Part 91)
- Location: 37.9722° N, 122.0016° W: Placed by OpenAirDocs: center of Concord, CA, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=37.9722&lon=-122.0016&mi=10
- Aircraft: N211TD, registered now (https://openairdocs.org/aircraft/N211TD) (OpenAirDocs)
- Registry model: Cessna 172S (registry code 2072439, https://openairdocs.org/model/cessna-172s) (OpenAirDocs)
- Registry engine: Lycoming I0360 series (registry code 41515, https://openairdocs.org/engine/lycoming-i0360-series) (OpenAirDocs)
- Reported make and model: CESSNA 172S
- Reported engine: LYCOMING I0360 SER
- People aboard: 2
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Commercial pilot, flight instructor
- Pilot flight hours: 538 total, 497 in this make and model, 142 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20260322004229I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

THIS WAS AN INSTRUCTIONAL FLIGHT.

DURING THE TAKEOFF PHASE, THE STUDENT PILOT OPTED TO FLY A SOFT-FIELD TAKEOFF ON RUNWAY 19L, WHICH SHE HAD FLOWN BEFORE. THE STUDENT PILOT APPROACHED THE RUNWAY WITH AFT YOKE PRESSURE. INITIALLY, SHE ADDED POWER GRADUALLY, MAINTAINING CENTERLINE, AT AN ACCEPTABLE PITCH ATTITUDE WHERE THE RUNWAY AHEAD WAS VISIBLE. AFTER ACCELERATING APPROXIMATELY 200’ - 500’ SHE SUDDENLY AND ABRUPTLY ADDED MAX POWER AND PITCHED FOR ROTATION. AS THE PLANE HAD ALREADY ACCELERATED, THE NOSE LIFTED, THE STALL HORN WAS AUDIBLE, AND I COULD FEEL THE PLANE LIFT OFF THE GROUND; AS THE PLANE LIFTED, IT YAWED TO THE LEFT. I TOOK THE CONTROLS AFTER THE SUDDEN POWER AND PITCH INPUT. HOWEVER, AT THIS POINT THE PLANE WAS AT A PITCH ATTITUDE WHERE NOTHING OVER THE NOSE WAS VISIBLE AND THE STUDENT PILOT HAD PULLED THE POWER TO IDLE. MY FIRST ACTION WAS REDUCING AOA AS THE PLANE WAS NOT READY TO FLY, IN DOING SO I WAS ABLE TO REGAIN VISUALS OVER THE NOSE AND RECOGNIZED THE PLANE WAS ON A TRAJECTORY FOR A RUNWAY EXCURSION. BY THIS TIME, WE WERE BARELY OFF THE GROUND AND I KNEW MY IMMEDIATE PRIORITY WAS GETTING ON RUNWAY 19L. I APPLIED RIGHT AILERON IMMEDIATELY, TOUCHING DOWN, AND MADE THE CORRECTION TO STEER FOR CENTERLINE USING RIGHT RUDDER. THEREBY, AVOIDING FURTHER EXCURSION INTO THE GRAVEL/GRASS, THE LARGER TAXIWAY AND RUNWAY SIGNS, ADJACENT TAXIWAY A, AND THE NON-MOVEMENT/RAMP AREA. AFTER STEERING FOR CENTERLINE,

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.

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