FTW01FA058

A Cessna 172 had just crossed the east shoreline of a lake, traveling in a southeasterly direction in cruise flight, when its pilot felt a "lump or thud" near the rear of the airplane. The Cessna 172 (white with blue and gray trim) and a Cessna 152 (white with blue and gold trim) had collided. The pilot of the Cessna 172 then felt air coming into the cabin from the left door and realized that the airplane required excessive right rudder to maintain directional control. Subsequently, the Cessna 172 proceeded to a nearby airport and landed without further incident. The Cessna 152 entered an uncontrolled descent and impacted the lake. The flight instructor and student pilot in the Cessna 152 were practicing pre-solo flight maneuvers. The Cessna 172 displayed longitudinal red and blue paint transfer markings, which initiated at the left wing strut and extended aft along the exterior lower half of the pilot's door, which was compressed inward 5 inches. The witness marks continued aft along the left side of the fuselage and empennage ending approximately 1 foot forward of the horizontal stabilizer. A vertical propeller slash was observed on the belly of the Cessna 172, which initiated at a point 3 feet forward of the tail tie down ring and extended aft 2 feet. Two puncture holes were noted on the upper right side of the Cessna 172's empennage, which corresponded to the location that the Cessna 152's propeller blade tip exited the Cessna 172's airframe skin after it had severed one of the Cessna 172's rudder cables. The Cessna 152's shattered red navigational light lens, shattered clear strobe light lens and its coil, and sections of its left wing-tip cap were found on the cabin floor of the Cessna 172. Sections of the Cessna 152's left wing-tip cap, a 4-foot section of its aileron control surface, and its strobe light power box attached to a 2-foot section of left wing skin were located in a separate debris field along the shoreline of the lake. Official sunset for the accident area occurred at 1802, 7 minutes after the accident occurred. The pilot of the Cessna 172 reported that the visibility was clear with haze in the direction of the sun, which was setting.

A Cessna 172 had just crossed the east shoreline of a lake, traveling in a southeasterly direction in cruise flight, when its pilot felt a "lump or thud" near the rear of the airplane. The Cessna 172 (white with blue and gray trim) and a Cessna 152 (white with blue and gold trim) had collided. The pilot of the Cessna 172 then felt air coming into the cabin from the left door and realized that the airplane required excessive right rudder to maintain directional control. Subsequently, the Cessna 172 proceeded to a nearby airport and landed without further incident. The Cessna 152 entered an uncontrolled descent and impacted the lake. The flight instructor and student pilot in the Cessna 152 were practicing pre-solo flight maneuvers. The Cessna 172 displayed longitudinal red and blue paint transfer markings, which initiated at the left wing strut and extended aft along the exterior lower half of the pilot's door, which was compressed inward 5 inches. The witness marks continued aft along the left side of the fuselage and empennage ending approximately 1 foot forward of the horizontal stabilizer. A vertical propeller slash was observed on the belly of the Cessna 172, which initiated at a point 3 feet forward of the tail tie down ring and extended aft 2 feet. Two puncture holes were noted on the upper right side of the Cessna 172's empennage, which corresponded to the location that the Cessna 152's propeller blade tip exited the Cessna 172's airframe skin after it had severed one of the Cessna 172's rudder cables. The Cessna 152's shattered red navigational light lens, shattered clear strobe light lens and its coil, and sections of its left wing-tip cap were found on the cabin floor of the Cessna 172. Sections of the Cessna 152's left wing-tip cap, a 4-foot section of its aileron control surface, and its strobe light power box attached to a 2-foot section of left wing skin were located in a separate debris field along the shoreline of the lake. Official sunset for the accident area occurred at 1802, 7 minutes after the accident occurred. The pilot of the Cessna 172 reported that the visibility was clear with haze in the direction of the sun, which was setting.

History of flight

On February 6, 2001, approximately 1745 central standard time, two single-engine, high-wing airplanes, a Cessna 152, N114SS, and a Cessna 172P, N96621, collided in-flight near Platter, Oklahoma. The Cessna 152 was destroyed when it impacted Lake Texoma. The Cessna 172 sustained substantial damage during the collision, and the pilot then executed a precautionary landing at the Sherman Municipal Airport, Sherman, Texas, without further incident. The Cessna 152 was registered to and operated by Southeastern Oklahoma State University, Durant, Oklahoma, and the Cessna 172 was registered to and operated by Summerlin Aviation Inc., Keller, Texas, doing business as Monarch Aviation Inc., of Addison, Texas. The flight instructor and student pilot in the Cessna 152 sustained fatal injuries. The private pilot of the Cessna 172 and his non-pilot rated passenger were not injured. Visual meteorological conditions prevailed, and flight plans were not filed for either flight, both of which were operating under 14 Code of Federal Regulations Part 91. The Cessna 152 originated from the Eaker Field Airport, Durant, Oklahoma, approximately 1730, and was operating as a local instructional flight. According to the University, the purpose of the flight was for the flight instructor to provide the student pilot instruction that consisted of pre-solo flight maneuvers. The Cessna 172 originated from the Addison Airport, Addison, Texas, at 1707, and was operating as a personal flight.

According to the pilot of the Cessna 172, he departed from the Addison Airport to the north. He flew toward Lake Texoma and crossed over the Lake Texoma Spillway. He continued across the lake until approaching Oklahoma landfall and then turned the airplane toward the southeast. He maneuvered the airplane inbound to the Bonham Very High Frequency Omnidirectional Range (VOR) navigational facility, on a heading of 120 or 130 degrees. He stated that the visibility was clear with haze in the direction of the sun, which was setting. The airplane was in cruise flight at 3,500 feet and had just crossed the eastern shoreline of the lake when the pilot felt a "lump or thud," near the rear of the airplane. The pilot then felt air coming into the cabin from the left door and realized that the airplane required excessive right rudder to maintain directional control. He dialed 7700 (emergency code) into the airplane's transponder, declared "Mayday" on 121.5 and 122.8, and proceeded to the Sherman Municipal Airport, landing without further incident. The pilot added that he did not see the other airplane prior to, during, or following the collision.

Multiple witnesses reported that between 1740 and 1750 they heard a "pop" or "bang" and looked to the sky. They observed an airplane "spiral" toward Lake Texoma and subsequently, impact the lake 50 yards offshore from the Platter Flats area (located along the eastern shoreline of the lake). One witness reported that he observed a "break in one of the wings" of the plane which impacted the lake. The witnesses also observed another airplane near the spiraling airplane; however; it maintained flight and flew out of their view. Two additional witnesses observed two airplanes, near the time of the accident, over Lake Texoma, that were maneuvering at altitudes just above the tree tops. The airplanes were executing "loops" and performing "wing rolls." Although neither of these witnesses observed the mid-air collision, one of the witnesses stated that these airplanes were not the airplanes that were involved in the mid-air collision.

Radar data was obtained and reviewed. The Cessna 172 was tracked from the time of its departure from Addison to Platter. The radar data revealed that the Cessna 172 was in a descent just prior to the time the last radar image was received at 1741:21. The last radar image indicated that the Cessna 172 was at 2,900 feet over Lake Texoma. Radar coverage is not available in that area below 2,800 feet. At 1754:40, a series of primary radar targets were observed proceeding from the direction of the accident site toward the Sherman Municipal Airport. The radar data revealed that the target arrived at Sherman approximately 1800. There were no radar images or primary radar targets that could be identified as being the Cessna 152.

Personnel information

The certified flight instructor of the Cessna 152 was issued a flight instructor certificate on December 12, 2000. He also held a commercial pilot certificate (single-engine land) and an instrument (airplane) rating. According to documents provided by Southeastern Oklahoma State University, he had accumulated a minimum of 292 flight hours, of which 92 were while providing flight instruction. He held a first class medical certificate, with no limitations or waivers, that was issued on August 31, 1999.

The student pilot in the Cessna 152 enrolled in the private pilot course at Southeastern Oklahoma State University on August 18, 2000. He received 2.9 hours of instruction and then withdrew from the course. On January 20, 2001, he re-enrolled in the course. At the time of the accident, he had received a total of 11.7 flight hours of flight instruction. He held a first class medical/student pilot certificate that was issued on April 21, 2000. The medical certificate contained a limitation which stated the pilot must wear corrective lenses for distant vision and possess glasses for near vision.

The private pilot of the Cessna 172 was issued his single-engine land airplane rating on June 3, 2000. He had accumulated a total of 106 flight hours at the time of the accident. He held a third class medical certificate, with no limitations or waivers, that was issued on April 15, 1999.

Aircraft information

The Cessna 172 was white with blue and gray trim. It was outfitted with a one piece wind screen and two sun visors. The airplane was equipped with a Lycoming O-320-D2J engine and a 2-bladed McCauley fixed pitch propeller. On February 2, 2001, the airframe and engine underwent their most recent 50-hour inspections. At the time of the accident, the airframe had accumulated a total of 11,331.6 hours, and the engine had accumulated a total of 833.8 hours since major overhaul.

The Cessna 152 was white with blue and gold trim. It was outfitted with a one piece wind screen and two sun visors. The airplane was equipped with a Lycoming O-235-N2C engine and a 2-bladed fixed pitch propeller. On January 15, 2001, the airframe and engine underwent their most recent 100-hour inspections and had accumulated a total of 9,463.1 hours and 396.3 hours since major overhaul, respectively. According to the airframe's 100-hour inspection sign-off form, the airplane's windows were examined and found to be in satisfactory condition, and the landing, cabin, and instrument lights were checked and found to be operational. The airplane's discrepancy log sheet was reviewed, and the following discrepancy was noted on January 31, 2001: Left wing-tip strobe light out. The log sheet did not note that any corrective action had been performed.

Meteorological information

At 1755, the weather observation facility at the Ardmore Downtown Executive Airport, Ardmore, Oklahoma, (located 30 nautical miles northwest of the accident site) reported the following conditions: clear skies, visibility 10 miles, wind from 060 degrees at 3 knots, temperature 16 degrees Celsius (60 degrees Fahrenheit), dew point 10 degrees Celsius (50 degrees Fahrenheit), and an altimeter setting of 29.96 inches of mercury.

According to the U.S. Naval Observatory, sunset for Calera, Oklahoma, (located 7 nautical miles east of the accident site) occurred at 1802 and the end of civil twilight occurred at 1828.

Wreckage and impact information

The Cessna 172 was examined at the Sherman Municipal Airport by the NTSB Investigator-In-Charge (IIC), an FAA inspector, and a r

History of flight

On February 6, 2001, approximately 1745 central standard time, two single-engine, high-wing airplanes, a Cessna 152, N114SS, and a Cessna 172P, N96621, collided in-flight near Platter, Oklahoma. The Cessna 152 was destroyed when it impacted Lake Texoma. The Cessna 172 sustained substantial damage during the collision, and the pilot then executed a precautionary landing at the Sherman Municipal Airport, Sherman, Texas, without further incident. The Cessna 152 was registered to and operated by Southeastern Oklahoma State University, Durant, Oklahoma, and the Cessna 172 was registered to and operated by Summerlin Aviation Inc., Keller, Texas, doing business as Monarch Aviation Inc., of Addison, Texas. The flight instructor and student pilot in the Cessna 152 sustained fatal injuries. The private pilot of the Cessna 172 and his non-pilot rated passenger were not injured. Visual meteorological conditions prevailed, and flight plans were not filed for either flight, both of which were operating under 14 Code of Federal Regulations Part 91. The Cessna 152 originated from the Eaker Field Airport, Durant, Oklahoma, approximately 1730, and was operating as a local instructional flight. According to the University, the purpose of the flight was for the flight instructor to provide the student pilot instruction that consisted of pre-solo flight maneuvers. The Cessna 172 originated from the Addison Airport, Addison, Texas, at 1707, and was operating as a personal flight.

According to the pilot of the Cessna 172, he departed from the Addison Airport to the north. He flew toward Lake Texoma and crossed over the Lake Texoma Spillway. He continued across the lake until approaching Oklahoma landfall and then turned the airplane toward the southeast. He maneuvered the airplane inbound to the Bonham Very High Frequency Omnidirectional Range (VOR) navigational facility, on a heading of 120 or 130 degrees. He stated that the visibility was clear with haze in the direction of the sun, which was setting. The airplane was in cruise flight at 3,500 feet and had just crossed the eastern shoreline of the lake when the pilot felt a "lump or thud," near the rear of the airplane. The pilot then felt air coming into the cabin from the left door and realized that the airplane required excessive right rudder to maintain directional control. He dialed 7700 (emergency code) into the airplane's transponder, declared "Mayday" on 121.5 and 122.8, and proceeded to the Sherman Municipal Airport, landing without further incident. The pilot added that he did not see the other airplane prior to, during, or following the collision.

Multiple witnesses reported that between 1740 and 1750 they heard a "pop" or "bang" and looked to the sky. They observed an airplane "spiral" toward Lake Texoma and subsequently, impact the lake 50 yards offshore from the Platter Flats area (located along the eastern shoreline of the lake). One witness reported that he observed a "break in one of the wings" of the plane which impacted the lake. The witnesses also observed another airplane near the spiraling airplane; however; it maintained flight and flew out of their view. Two additional witnesses observed two airplanes, near the time of the accident, over Lake Texoma, that were maneuvering at altitudes just above the tree tops. The airplanes were executing "loops" and performing "wing rolls." Although neither of these witnesses observed the mid-air collision, one of the witnesses stated that these airplanes were not the airplanes that were involved in the mid-air collision.

Radar data was obtained and reviewed. The Cessna 172 was tracked from the time of its departure from Addison to Platter. The radar data revealed that the Cessna 172 was in a descent just prior to the time the last radar image was received at 1741:21. The last radar image indicated that the Cessna 172 was at 2,900 feet over Lake Texoma. Radar coverage is not available in that area below 2,800 feet. At 1754:40, a series of primary radar targets were observed proceeding from the direction of the accident site toward the Sherman Municipal Airport. The radar data revealed that the target arrived at Sherman approximately 1800. There were no radar images or primary radar targets that could be identified as being the Cessna 152.

Personnel information

The certified flight instructor of the Cessna 152 was issued a flight instructor certificate on December 12, 2000. He also held a commercial pilot certificate (single-engine land) and an instrument (airplane) rating. According to documents provided by Southeastern Oklahoma State University, he had accumulated a minimum of 292 flight hours, of which 92 were while providing flight instruction. He held a first class medical certificate, with no limitations or waivers, that was issued on August 31, 1999.

The student pilot in the Cessna 152 enrolled in the private pilot course at Southeastern Oklahoma State University on August 18, 2000. He received 2.9 hours of instruction and then withdrew from the course. On January 20, 2001, he re-enrolled in the course. At the time of the accident, he had received a total of 11.7 flight hours of flight instruction. He held a first class medical/student pilot certificate that was issued on April 21, 2000. The medical certificate contained a limitation which stated the pilot must wear corrective lenses for distant vision and possess glasses for near vision.

The private pilot of the Cessna 172 was issued his single-engine land airplane rating on June 3, 2000. He had accumulated a total of 106 flight hours at the time of the accident. He held a third class medical certificate, with no limitations or waivers, that was issued on April 15, 1999.

Aircraft information

The Cessna 172 was white with blue and gray trim. It was outfitted with a one piece wind screen and two sun visors. The airplane was equipped with a Lycoming O-320-D2J engine and a 2-bladed McCauley fixed pitch propeller. On February 2, 2001, the airframe and engine underwent their most recent 50-hour inspections. At the time of the accident, the airframe had accumulated a total of 11,331.6 hours, and the engine had accumulated a total of 833.8 hours since major overhaul.

The Cessna 152 was white with blue and gold trim. It was outfitted with a one piece wind screen and two sun visors. The airplane was equipped with a Lycoming O-235-N2C engine and a 2-bladed fixed pitch propeller. On January 15, 2001, the airframe and engine underwent their most recent 100-hour inspections and had accumulated a total of 9,463.1 hours and 396.3 hours since major overhaul, respectively. According to the airframe's 100-hour inspection sign-off form, the airplane's windows were examined and found to be in satisfactory condition, and the landing, cabin, and instrument lights were checked and found to be operational. The airplane's discrepancy log sheet was reviewed, and the following discrepancy was noted on January 31, 2001: Left wing-tip strobe light out. The log sheet did not note that any corrective action had been performed.

Meteorological information

At 1755, the weather observation facility at the Ardmore Downtown Executive Airport, Ardmore, Oklahoma, (located 30 nautical miles northwest of the accident site) reported the following conditions: clear skies, visibility 10 miles, wind from 060 degrees at 3 knots, temperature 16 degrees Celsius (60 degrees Fahrenheit), dew point 10 degrees Celsius (50 degrees Fahrenheit), and an altimeter setting of 29.96 inches of mercury.

According to the U.S. Naval Observatory, sunset for Calera, Oklahoma, (located 7 nautical miles east of the accident site) occurred at 1802 and the end of civil twilight occurred at 1828.

Wreckage and impact information

The Cessna 172 was examined at the Sherman Municipal Airport by the NTSB Investigator-In-Charge (IIC), an FAA inspector, and a r