# NTSB SEA04LA002: Cessna 172S, N350ME, Seattle, WA, October 2, 2003 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 2, 2003, 16:40 local (23:40 UTC) - Place: Seattle, WA - Coordinates: 47.516666, -122.303337 - Nearby events: https://openairdocs.org/map.md?lat=47.5167&lon=-122.3033&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report March 2, 2004 - Report: Approved by Office Director - Parties: FAA-FSDO - NTSB case key (mKey): 58122 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA04LA002 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/58122/pdf - Page: https://openairdocs.org/ntsb/SEA04LA002 ## Probable cause Improper flare during the landing. Excessive airspeed and improper remedial action were factors. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - on ground/water, landing - airspeed - excessive, pilot in command (contributing factor) - flare - improper, pilot in command (cause) - remedial action - improper, pilot in command (contributing factor) - On ground/water encounter with terrain/water, landing - roll - terrain condition - runway ## Analysis The student pilot reported that when he turned to final approach, he realized that he was too high. The pilot pitched the nose down, but did not reduce power. Airspeed increased, and the pilot decided to slip the aircraft to slow down. The aircraft eventually got down to the VASI glide slope, but had an excessive airspeed for the landing. The aircraft touched down in a flat attitude and ballooned. The pilot pitched the nose down and the aircraft touched down on the nose gear and bounced. The pilot pitched the nose down and again the aircraft touched down on the nose gear and bounced. The aircraft eventually settled to the runway and the pilot applied braking action and pulled off the runway to conclude the flight. Post accident inspection of the aircraft revealed that the firewall had been substantially damaged. ## Factual narrative On October 2, 2003, about 1640 Pacific daylight time, a Cessna 172S, N350ME, registered to a private individual and operated by Galvin Flying Service as a 14 CFR Part 91 solo instructional flight, was substantially damaged during landing at Boeing Field, Seattle, Washington. Visual meteorological conditions prevailed at the time and no flight plan was field for the local flight. The student pilot, the sole occupant, was not injured. In a written statement, the student pilot reported that he took off on runway 13 left with the intent on staying in the pattern to practice touch-and-go landings. The student stated that while on downwind, he was cleared to land. The student reduced power and extended one notch of flaps. Base and final approach turns were made with additional power reduction and flap extension. The student pilot stated that when he turned to final approach, he realized that he was too high. The student lowered the nose of the aircraft, but did not reduce power. Airspeed began to increase and the student attempted to "slip to slow down." The student eventually got the aircraft on the VASI glide slope, but had an indicated airspeed of 75 knots. The student pilot then reduced power and continued to land with 70 to 75 knots airspeed. The aircraft touched down in a flat attitude with excessive airspeed and ballooned. The pilot pitched the nose down and the aircraft touched down on the nose gear and bounced. The student pitched the aircraft down and again the aircraft touched down on the nose gear and bounced. The aircraft finally settled to the runway and the pilot applied braking action and eventually pulled off the runway. The student pilot then taxied back to the fixed base operator to conclude the flight. On October 9, 2003, representatives from Galvin Flying service reported that the firewall sustained substantial damage. ## Aircraft - Registration: [N350ME](https://openairdocs.org/deregistered/N350ME-2011-05-27), registration cancelled 2011-05-27, S/N 172S8585, 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 SER A&C](https://openairdocs.org/engine/lycoming-i0360-ser-a-c) (registry code 41511, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 172S8585 - Airframe hours: 1574 - Engines: Lycoming IO-360-L2A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Galvin Flying Service - Registered owner: Jeffrey E. Miles - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 20, 2003, 82 hours before - Departed: BFI, Seattle, WA - Airport: BFI, Boeing Field/King Co Intl, runway 13L, 10,001 × 200 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Student pilot; age 35; injuries: none; student; medical: class 3, valid medical--no waivers/lim.; seat: left; flight hours: 73 total, 49 in this make and model, 10 as pilot in command, 49 in the last 90 days, 21 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 3 knots - Visibility: 10 statute miles - Lowest ceiling: 2,300 ft broken - Temperature: 63 °F, dew point 54 °F - Altimeter: 30.00 inHg - Observed at: BFI ## 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 20031002026489A](https://openairdocs.org/incident/20031002026489A), Oct 2, 2003: Cessna 172S, Seattle, WA, Substantial damage. (-23) Aircraft was operated by galvin flying service as a 14 CFR part 91 instructional flight. Student pilot was on a supervised solo flight, practicing… 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.