# NTSB SEA03LA037: Cessna 172S, N912LB, Everett, WA, February 9, 2003 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 9, 2003, 15:40 local (23:40 UTC) - Place: Everett, WA - Coordinates: 47.914165, -122.284446 - Nearby events: https://openairdocs.org/map.md?lat=47.9142&lon=-122.2844&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report November 25, 2003 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 56462 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA03LA037 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56462/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=56462 - Page: https://openairdocs.org/ntsb/SEA03LA037 ## Probable cause The pilot's failure to maintain adequate airspeed and the instructor's inadequate supervision of the flight. Contributing factors were the rime icing conditions, and the soft terrain encountered on the off runway rollout. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, approach - weather condition - icing conditions (contributing factor) - Loss of control - in flight, landing - flare/touchdown - airspeed - not maintained, pilot in command (cause) - stall - inadvertent - supervision - inadequate, pilot in command(cfi) (contributing factor) - Hard landing, landing - flare/touchdown - Nose over, landing - roll - terrain condition - soft (contributing factor) ## Analysis The private pilot under instruction (PUI) was engaged in training towards an instrument rating with a flight instructor pilot (IP) and had just executed a missed approach. During the missed approach maneuver, following his first instrument approach in IMC, the aircraft began picking up rime ice. The IP chose to terminate the flight and the aircraft was cleared via radar vectors for the ILS Runway 16R approach to the 9,010 foot long runway. The IP briefed the PUI on the procedures for the approach, specifically the need to maintain higher than normal airspeeds down to touchdown. On short final, about 10-15 feet above ground, and as the PUI retarded power and began decelerating to 70-75 knots, the left wing dropped and the aircraft landed hard on the left main gear and bounced. The IP then took control of the aircraft but was unable to regain directional control. The aircraft continued off the left side of the runway and into soft terrain, during which the nose gear dug in and the aircraft nosed over. ## Factual narrative On February 9, 2003, at 1540 Pacific standard time, a Cessna 172S, N912LB, registered to and being operated/flown by a private pilot, accompanied by a flight instructor, sustained substantial damage during a hard landing on flare/touchdown at the Snohomish County airport (PAE), Everett, Washington. Both pilots were uninjured. Instrument meteorological conditions (IMC) existed and an instrument flight rules (IFR) flight plan was in effect. The local flight, which was instructional, was operated under 14CFR91, and had originated from Boeing Field, Seattle, Washington, at 1440. The private pilot under instruction (PUI) reported that he was engaged in training towards an instrument rating with his flight instructor pilot (IP). He reported that he had acquired surface observations and terminal area forecast information for the area of the intended flight and had obtained an abbreviated weather briefing from Seattle Flight Service, and there was no reference to icing conditions. After their departure from Boeing Field and approaching the area of Paine Field both pilots overheard a radio report from another aircraft (location unknown) of icing conditions and the IP noted the formation of light rime ice on the non-icing certified aircraft's wings. The PUI initiated the VOR-B approach and broke out about 500-600 feet above ground after which a missed approach was executed. During the missed approach maneuver, approximately 1,000 feet altitude and in IMC, both pilots noted that the aircraft had begun picking up ice. The IP chose to terminate the flight and requested an "abbreviated" approach with radar vectors to the instrument landing system (ILS) runway 16R approach to a full stop landing on the 9,010 foot long runway. The aircraft was cleared for the approach and the IP briefed the PUI on the procedures for the approach i.e., "...higher speeds than normal at all times, no flaps, and fly the airplane onto the runway/no flare...." On short final, about 10-15 feet above ground, the left wing dropped and the aircraft landed hard on the left main gear and bounced. The pilot added power in an attempt to stabilize the aircraft and the flight instructor then took control of the aircraft but was unable to regain directional control. The aircraft continued off the left side of the runway and into soft terrain, during which the nose gear dug into soft terrain and the aircraft nosed over. The aircraft broke out about 500-600 feet above ground and the PUI reported that about 150-200 feet above ground approaching the threshold he began to slow his approach speed to 80-85 knots. As he crossed the threshold and 10-15 feet above the runway he "...pulled the power out and slowed up to about 70-75 knots..." at which time the IP felt the airframe shudder, the left wing "stalled," and the aircraft began a left roll/yaw. The aircraft's left wheel contacted the runway and the aircraft bounced. The IP took control of the aircraft, ensured that the power was cut and attempted to maintain directional control as the aircraft departed the left side of the runway rolling onto soft, wet grass during which it nosed over. The PUI remarked, "...after impact, I noted there was ice along most of the leading edges of both wings. I picked up one piece about 8-10 inches long, which had fallen off, and noted it had wrapped around the shape of the leading edge to form a flat face, perpendicular to the direction of the airflow. In its thickest part, it was about 0.75 - 1" thick, and about 0.25 - 0.5" in its thinnest part...." ## Aircraft - Registration: [N912LB](https://openairdocs.org/aircraft/N912LB), registered now, S/N 172S8609, built 2000 (OpenAirDocs) - Reported make and model: Cessna 172S - Registry model: [Cessna 172S](https://openairdocs.org/model/cessna-172s) (registry code 2072439) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 172S8609 - Airframe hours: 730 - Engines: Lycoming IO-360-L2A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Maritz, Paul L. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 31, 2003, 6 hours before - Departed: BFI, Seattle, WA - Flight plan: IFR - Airport: PAE, Snohomish County (Paine Field), runway 16R, 9,010 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 47; injuries: none; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; last flight review February 19, 2002; seat: left; flight hours: 191 total, 189 in this make and model, 106 as pilot in command - Flight instructor; age 53; injuries: none; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review June 2, 2001; seat: rear; flight hours: 2,109 total, 286 in this make and model, 2,054 as pilot in command, 9 in the last 90 days, 9 in the last 30 days ## Weather - Conditions: Instrument (IMC), Day - Wind: 340° at 3 knots - Visibility: 4 statute miles - Lowest ceiling: 700 ft overcast - Temperature: 36 °F, dew point 34 °F - Altimeter: 30.20 inHg - Observed at: PAE ## 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 20030209002389A](https://openairdocs.org/incident/20030209002389A), Feb 9, 2003: Cessna 172S, Everett, WA, Substantial damage. (-23) Flight was an instrument instruction flight on an IFR flight plan in IMC. Original flight plan was to depart bfi, fly to pae for multiple approaches, and… ## Docket (3 files) The files NTSB released with the investigation on August 6, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=56462. 831 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (Private Pilot) (item 1, .PDF, 368 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40188188&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20(Private%20Pilot)-Master.PDF - Weather Data (item 2, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40188190&FileExtension=.PDF&FileName=Weather%20Data-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (CFI) (item 3, .PDF, 411 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40189096&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20(CFI)-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.