# NTSB ERA11LA489: Cessna 172N, N739RU, Plymouth, MA, August 31, 2011 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 31, 2011, 16:30 local (20:30 UTC) - Place: Plymouth, MA - Coordinates: 41.908889, -70.728614 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=41.9089&lon=-70.7286&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report March 8, 2012 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 81791 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA11LA489 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/81791/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=81791 - Page: https://openairdocs.org/ntsb/ERA11LA489 ## Probable cause The pilot's inadequate flare and improper recovery from a bounced landing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 172N, 29 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=2072434), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Performance/control parameters: landing flare](https://openairdocs.org/ntsb-findings/01062041): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [Cessna 172N, 38 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md?model=2072434), [All aircraft, 1,285 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) (defining event); cases with it: [Cessna 172N, 46 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=2072434), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis The pilot reported that the intent of the flight was to perform practice takeoffs and landings. During the first takeoff roll, she noticed that the control column required forward pressure to prevent the airplane from prematurely rotating. The pilot further reported that she was not concerned about the controllability of the airplane, elected not to abort the takeoff, and continued around the traffic pattern. During the landing flare, she was unable to pull back on the control column, and the airplane bounced several times. Postaccident examination of the airplane revealed no evidence of any discrepancies that would have interfered with movement of the control column or operation of the elevator and elevator trim controls. Additionally, the operator reported that there were no mechanical malfunctions or failures with the airplane that would have precluded normal flight operations of the airplane. It is likely that the pilot did not arrest the airplane’s descent rate, resulting in a bounced landing, and then allowed the airplane to porpoise. ## Factual narrative On August 31, 2011, about 1630 eastern daylight time, a Cessna 172N, N739RU was substantially damaged during landing at Plymouth Municipal Airport (PYM), Plymouth, Massachusetts. The private pilot was not injured. The airplane was registered to a private owner, and operated by Alpha One Flight Service under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the local flight and no flight plan had been filed. The pilot reported that she was planning to stay in the airport traffic pattern to conduct takeoff and landing practice. During the takeoff roll, forward pressure was required on the control column to prevent the airplane from pitching up prior to rotation speed. She reported that she was not concerned about the controllability of the airplane and elected not to abort the takeoff. During the climb, nose down trim was applied; however, forward pressure was still required to maintain the correct pitch attitude. However, she reported to a Federal Aviation Administration (FAA) inspector that once in flight everything was normal. During the landing flare, the pilot reduced engine power; however, she was unable to pull back on the control column. The airplane bounced several times, each time impacting the nose landing gear prior to the main landing gear. According to a written statement by a certificated flight instructor who flew the airplane prior to the accident flight; he "did not find any discrepancies with the aircraft during preflight and the flight was uneventful." The accident was not reported to the FAA or the NTSB, but the damaged airplane was discovered at the airport approximately two weeks after the accident by an FAA inspector. Prior to the discovery of the accident,one of the flight school's mechanics removed the engine cowling and noticed the firewall was damaged. He further noted that the elevator trim was in a slight nose-up setting. He moved the trim wheel and noted the elevator trim tab operated. He then disconnected the elevator push/pull rod that connected to the bellcrank and was able to move the elevator and reported the freedom of movement. He further noted slack in the elevator secondary control cables which he attributed to the damage to the structure. Examination of the airplane by an FAA inspector and an aircraft mechanic revealed that the firewall was buckled and the floor beneath the pilot and co-pilot's seat was damaged. The elevator push/pull rod, which connected to the bellcrank, was disconnected and the elevator moved unobstructed. The primary flight control cables remained connected at the elevator and the bellcrank. There was no evidence of damage to the elevator control "U." Examination behind the instrument panel revealed that there was nothing that would interfere with the travel of the control column. There was no indication of preimpact binding or damage. The aluminum channels, which were connected at the instrument panel and the firewall, remainedattached at both ends by the rivets; however, were bent down causing binding to the aileron chain sprockets. The instrument panel had shifted aft of its normal position. The elevator control cables were void of tension and an accurate deflection indication of the elevator could not be obtained. The bearings and pulleys were free and showed no signs of previous damage. In a written statement, a representative of the flight school reported no mechanical malfunctions or failures that would have precluded normal operation of the airplane. ## Aircraft - Registration: [N739RU](https://openairdocs.org/deregistered/N739RU-2013-02-21), registration cancelled 2013-02-21, S/N 17270752, built 1978 (OpenAirDocs) - Reported make and model: CESSNA 172N - Registry model: [Cessna 172N](https://openairdocs.org/model/cessna-172n) (registry code 2072434) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17270752 - Airframe hours: 2692 - Engines: LYCOMING O-320-H2AD 180 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Alpha One Flight Service - Registered owner: Borowski Matthew M - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: 100 hour, July 21, 2011 - Departed: PYM, Plymouth, MA - Destination: PYM, Plymouth, MA - Airport: PYM, Plymouth Municipal Airport, runway 06, 4,350 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review December 1, 2009; seat: left; flight hours: 152 total, 129 in this make and model, 69 as pilot in command, 3 in the last 90 days, 2 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 90° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 59 °F - Altimeter: 30.14 inHg - Observed at: TAN, 13 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20110831021619A](https://openairdocs.org/incident/20110831021619A), Aug 31, 2011: Cessna 172N, Plymouth, MA, Substantial damage. During final approach, the aircraft landed hard on the main gears, bounced back up in the air and came down again very hard on the nose gear resulting in… ## Docket (11 files) The files NTSB released with the investigation on January 19, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=81791. 2.4 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 296 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354322&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 - Operator (item 2, .PDF, 729 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356259&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20-%20Operator-Redacted.PDF - Pilot Written Statement (item 3, .PDF, 23 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354111&FileExtension=.PDF&FileName=Pilot%20Written%20Statement-Redacted.PDF - Memorandum For Record - Pilot Telephone Interview (item 4, .PDF, 87 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356257&FileExtension=.PDF&FileName=Memorandum%20For%20Record%20-%20Pilot%20Telephone%20Interview-Master.PDF - Record of Conversation - Mechanic and FAA (item 5, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354109&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20Mechanic%20and%20FAA-Redacted.PDF - Maintenance Logbook [Excerpts] (item 6, .PDF, 163 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354110&FileExtension=.PDF&FileName=Maintenance%20Logbook%20%5BExcerpts%5D-Redacted.PDF - Memorandum for Record - FAA Email [Excerpts] (item 7, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354711&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20FAA%20Email%20%5BExcerpts%5D-Master.PDF - Previous Flight's Pilot Written Statement (item 8, .PDF, 7 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354112&FileExtension=.PDF&FileName=Previous%20Flight%27s%20Pilot%20Written%20Statement-Redacted.PDF - Taunton Weather (item 9, .PDF, 90 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354113&FileExtension=.PDF&FileName=Taunton%20Weather-Master.PDF - Photo 1: Nosewheel and Firewall (Courtesy of the FAA) (item 10, .PDF, 450 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354115&FileExtension=.PDF&FileName=Photo%201%3A%20Nosewheel%20and%20Firewall%20(Courtesy%20of%20the%20FAA)-Master.PDF - Photo 2: Firewall Buckle (Courtesy of FAA) (item 11, .PDF, 455 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40354114&FileExtension=.PDF&FileName=Photo%202%3A%20Firewall%20Buckle%20(Courtesy%20of%20FAA)-Master.PDF 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.