# NTSB CHI99LA040: Cessna 172P, N52502, Brainerd, MN, November 27, 1998 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: November 27, 1998, 12:01 local (18:01 UTC) - Place: Brainerd, MN - Coordinates: 46.349136, -94.190467 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=46.3491&lon=-94.1905&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 3 minor - Status: Completed, report March 31, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 45375 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI99LA040 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/45375/pdf - Page: https://openairdocs.org/ntsb/CHI99LA040 ## Probable cause (aircraft 2) The visual lookout not obtained/maintained by the pilot of the other aircraft. Contributing factors were the unicom frequency not selected and the traffic advisory not issued by the pilot of the other aircraft. An additional factor was the aircraft moving on the ground. ## Probable cause (aircraft 1) The visual lookout not obtained/maintained by the pilot. Contributing factors were the unicom frequency not selected and the traffic advisory not issued by the pilot. An additional factor was the aircraft moving on the ground. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Collision between aircraft (other than midair), landing - flare/touchdown - visual lookout - not obtained/maintained, pilot in command (cause) - traffic advisory - not issued, pilot in command (contributing factor) - unicom - not selected, pilot in command (contributing factor) - object - aircraft moving on ground (contributing factor) - In flight collision with terrain/water, landing - flare/touchdown - Collision between aircraft (other than midair), landing - roll - visual lookout - not obtained/maintained, pilot of other aircraft (cause) - traffic advisory - not issued, pilot of other aircraft (contributing factor) - unicom - not selected, pilot of other aircraft (contributing factor) - object - aircraft moving on ground (contributing factor) ## Analysis (aircraft 2) A Cessna 172P, N52502, piloted by a private pilot, received substantial damage, when it collided with a Cessna 172M, N80357, during touchdown on Runway 23 at Brainerd-Crow Wing County Regional Airport (BRD), Brainerd, Minnesota. The pilot of N52502 stated that he had made a call on the common traffic advisory frequency (CTAF) of 122.7 and did not hear any other traffic in the area. A witness stated that he saw N52502 overtake and land on top of N80357, which had completed its touchdown on runway 23. Inspection of both aircraft by a mechanic revealed that both communication radios of N80357 were set to a frequency of 122.7 MHz and that the communication radios of N52502 were set to 135.8 MHz and 122.9 MHz. The CTAF for BRD was 122.7 MHz. ## Analysis (aircraft 1) A Cessna 172P, N52502, piloted by a private pilot, received substantial damage, when it collided with a Cessna 172M, N80357, during touchdown on Runway 23 at Brainerd-Crow Wing County Regional Airport (BRD), Brainerd, Minnesota. The pilot of N52502 stated that he had made a call on the common traffic advisory frequency (CTAF) of 122.7 and did not hear any other traffic in the area. A witness stated that he saw N52502 overtake and land on top of N80357, which had completed its touchdown on runway 23. Inspection of both aircraft by a mechanic revealed that both communication radios of N80357 were set to a frequency of 122.7 MHz and that the communication radios of N52502 were set to 135.8 MHz and 122.9 MHz. The CTAF for BRD was 122.7 MHz. ## Factual narrative (aircraft 2) See narrative CHI99LA040A. ## Factual narrative (aircraft 1) On November 27, 1998, at 1201 central standard time, a Cessna 172P, N52502, piloted by a private pilot, received substantial damage, on collision with a Cessna 172M, N80357, during touchdown on runway 23 (6,500 feet by 150 feet, dry asphalt) at Brainerd-Crow Wing County Regional Airport (BRD), Brainerd, Minnesota. Visual meteorological conditions prevailed at the time of the accident. Both aircraft were operating under the provisions of 14 CFR Part 91. N52502 was operating as a personal flight which was not on a flight plan. N80357 was operating as a student solo cross country flight which was on a visual flight rules (VFR) flight plan. The pilot and passenger of N52502 sustained minor injuries. The student pilot of N80357 sustained minor injuries. N52502's flight originated at Baraboo Wisconsin Dells Airport, near Baraboo, Wisconsin, at 0900, and was en route to Willmar, Minnesota. The pilot of N52502 reported that he was sightseeing over a lake located north of BRD when he decided to land at BRD. The pilot stated that he had made a call on BRD's common traffic advisory frequency (CTAF) of 122.7 and did not hear any other traffic in the area. He then selected the automated surface observing system (ASOS) frequency, obtained the BRD weather and then reselected the BRD CTAF. The pilot stated that he did not see any other traffic while making his straight-in approach to runway 23 and only recalls exiting the airplane after the collision. The pilot stated that there were propeller marks on the top side of N80357. In a written statement, the pilot of N80357 reported the following: "I left Leaders Airport (8Y6) at approximately 11:15 am on Friday, 27 November 1998. I had filed three flight plans and got weather briefings as well as NOTAM's prior to departure. Shortly after takeoff I called Princeton and activated my first plan (from 8Y6 to BRD) at about 11:17. I was doing a solo cross country direct to Brainerd Crow Wing Airport (BRD). The flight to BRD was uneventful. When I was approximately 10 miles from BRD; Mesaba Airlines called for traffic over the CTAF of 122.7. There were several responses to Mesaba including a Cessna that was 10 miles SE, myself 10 miles S, and two planes in the pattern at BRD. The only NOTAM for BRD on 27 Nov. was that the winds reported on AWOS were unreliable. I did not tune in AWOS as I approached as I knew winds were unreliable, a traffic pattern was established, and Runway 23 was the active runway. I established visual contact with the Cessna that was 10 miles SE as we got closer to BRD. Additionally, I located all of the traffic reporting on BRD CTAF 122.7. At four miles I reported that I would be entering the downwind leg at a 45 for Runway 23. The weather was clear (VFR) and sunny ... . I entered the pattern at 2,000 feet MSL. Mesaba had landed and cleared after a 4 mile straight in approach, one plane was on final for 23, one had just taken off on 23, and the Cessna from the SE reported on 122.7 that he was downwind for 23. I reported being downwind, having visual on the other Cessna, and would be landing after he did. I reported each leg (downwind, base, final) on the CTAF 122.7. I started base approximately 3/4 to one mile from the end of Runway 23. As I approached and turned to final I looked for other traffic, reported final on 122.7, made sure the Cessna ahead of me had cleared the runway before I would be touching down and did a visual check of my glide path with the VASI [Visual Approach Slope Indicator] lights. All appeared to be normal at this time. There was no transmission by other traffic that would lead me to believe anyone was on base or a long straight final. As I touched down I heard what appeared to be the sound of metal dragging on the runway. A split second later the airplane rose on the right hand side and started a left rotation. The left wing struck the runway and rotated the plane so that the nose was pointing down toward the runway from the starting attitude." A witness stated that he saw N52502 overtake and land on top of N80357, which had completed its touchdown on runway 23. Inspection of both aircraft, by a mechanic, revealed that the communication radios of N52502 were set to a frequency 135.8 MHz and 122.9 MHz. The mechanic also found the pilot's shoulder harness in N52502 stowed. Both communication radios of N80357 were found set to a frequency of 122.7 MHz. The CTAF for BRD was 122.7 MHz. ## Aircraft 1 - Registration: [N52502](https://openairdocs.org/deregistered/N52502-2012-09-12), registration cancelled 2012-09-12, S/N 17274542 (OpenAirDocs) - Reported make and model: Cessna 172P - Registry model: [Cessna 172P](https://openairdocs.org/model/cessna-172p) (registry code 2072436) (OpenAirDocs) - Category: Airplane - Serial number: 17274542 - Airframe hours: 4397 - Engines: Lycoming O-320-D2J 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Premier Air Center Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 14, 1998, 26 hours before - Departed: DLL, BARABOO, WI - Destination: BRD - Airport: BRD, Brainerd-Crow Wing County, runway 23, 6,500 × 150 ft, asphalt ## Aircraft 2 - Registration: [N80357](https://openairdocs.org/deregistered/N80357-2014-11-19), registration cancelled 2014-11-19, S/N 17266546, built 1976 (OpenAirDocs) - Reported make and model: Cessna 172M - Registry model: [Cessna 172M](https://openairdocs.org/model/cessna-172m) (registry code 2072418) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17266546 - Airframe hours: 8939 - Engines: Lycoming O-320-E2D 150 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Leaders Flying Service - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, September 7, 1998, 72 hours before - Departed: 8Y6, CLEAR LAKE, MN - Destination: BRD - Flight plan: VFR - Airport: BRD, Brainerd-Crow Wing County, runway 23, 6,500 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot, aircraft N52502; age 41; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 1,600 total, 900 in this make and model, 1,540 as pilot in command, 20 in the last 90 days, 7 in the last 30 days, 4 in the last 24 hours - Pilot, aircraft N80357; age 34; student; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; seat: left; flight hours: 49 total, 38 in this make and model, 12 in the last 90 days, 8 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 54 °F - Altimeter: 29.00 inHg - Observed at: BRD ## FAA reports on this event (2) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19981127032431A](https://openairdocs.org/incident/19981127032431A), Nov 27, 1998: Cessna 172P, Brainerd, MN, Substantial damage. Acft was on final and landed on top of N80357. (.19) on November 27, 1998, at 1201 central standard time, a Cessna 172P, N52502, piloted by a private pilot,… - [Accident 19981127032452A](https://openairdocs.org/incident/19981127032452A), Nov 27, 1998: Cessna 172M, Brainerd, MN, Substantial damage. Acft was on final when another Cessna landed on top of it. (.19)narrative - same as CHI99LAO40B(N80357) on November 27, 1998, at 1201N central standard time, a… ## Other investigations on N52502 (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 CHI93LA364](https://openairdocs.org/ntsb/CHI93LA364), Sep 16, 1993: Cessna 172P (N52502), Fieldon, IL, substantial damage. Probable cause: PARTIAL FAILURE (DETERIORATION) OF THE #1 PISTON PIN PLUG, WHICH RESULTED IN CONTAMINATION OF THE LUBRICATING SYSTEM AND FAILURE OF THE #3 CONNECTING ROD. 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. --- 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.