FLUSHING, MI, USA
N20043
Cessna 172
A witness reported seeing the airplane approach the runway threshold at a high rate of speed and altitude at an approximate 45-degree descent angle. According to the witness, the airplane pitched up steeply and eventually level off and '...flying at a safe speed.' Other witnesses saw the airplane strike the trees as past near their home. The pilot said the airplane was in ground affect and nearing trees at the runway s departure end. He said he added full power and retracted his flaps until he finished his 5-count. He said the airplane s tires collided with the tress and shortly after that, the airplane stalled and rolled left, descending vertically into the roof of a shed. The pilot said he uses the airspeed indicator and altimeter to help him judge the glide path to landing. He said he aims the airplane s nose at the runway aiming point and flares when the airplane approach is stabilized. Interviews with 2 of the pilots flight instructors revealed they were unable to explain how to to fly a final approach then land the airplane on the first quarter of the runway.
On June 29, 1998, at 1230 eastern daylight time (edt), a Cessna 172, N20043, piloted by a private pilot, was substantially damaged when it collided with the roof of a shed following a collision with trees and a loss of control during a go-around maneuver over runway 18 (2,510' X 50' dry sod) at the Dalton Airport, Flushing, Michigan. The pilot reported and passenger reported minor injuries. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was not operating on a flight plan. The flight departed Pontiac, Michigan, at 1200 edt. The pilot's written statement said that the airplane "Got down into ground affect. [He] looked up and saw what appeared to be the end of the runway. [he said he] saw big trees ahead. [I added] full power, carb heat in, reduced flaps (counted to 5) and climbed out." The pilot said the main landing gear tires "...brushed..." the tops of trees near the runway's departure end but continued to fly. When the tires "...touched..." the second set of tree tops the airplane stalled, rolled left, and pitched down. The airplane collided with a shed shortly after pitching down. The pilot's written statement was confirmed his statements made during an interview. A Flushing, Michigan, police officer witnessed the events leading to the accident. He resides two houses south of N20043's impact point. He said the airplane was "...approaching the airport [from] a very high altitude... at better that 45-degree angle toward the ground at a very high rate of speed." The witness continues, "A short period later I saw the plane pulling upward at a very steep incline, missing the trees at about 2 to 3 feet. The plane flew for a short distance and made a hard left turn... it was not flying fast enough to stay in the air. A short time later it was flying at a safe speed headed south." Two other witnesses observed the airplane strike the tops of trees near their home and heard the airplane hit the shed. The pilot was asked to explain how he would land an airplane on the first quarter of a runway. He said he judges his height and airspeed by using the tops of trees near the runway and his airspeed indicator and altimeter. He said he uses an aiming point as his touchdown point by aiming the airplane's nose at it. He said he makes sure the airplane has a 500-foot per minute rate of descent during final approach uses uses the airspeed indicator to help him judge the touch down area. The pilot said he also uses the altimeter to help him judge the airplane's final approach path. He said he compares what the altimeter says with the field elevation to help him make the proper glide path determination. After his approach is stabilized he then rounds out and flares for the landing touch down as the airplane passes over the runway. The pilot was asked how he knows that the airplane is going to overshoot the aiming point he had chosen. He said the airplane will overshoot the touchdown point and float down the runway if his speed is faster than 65-knots indicated airspeed. If it s slower, he adds power to make the runway. The pilot said his airplane should always be 300-feet above ground level as it passes over the road. When asked "What road?" The pilot said the road by his departure airport. The departure airport was where the pilot had been trained. After obtaining his private pilot certificate the pilot transitioned to the Cessna 172. He said he had received about 2-hours of flight instruction in this airplane before being signed off to fly it as pilot-in-command. The accident flight was his first solo flight in the Cessna 172. A review of the pilot's logbook revealed he had started training in takeoff's and landings after obtaining 3.7-hours of dual in the 4 basics, slow flight, and an introduction to stall recovery. Eleven flight instruction lessons followed that consisted of takeoff and landings mixed with "...VOR tracking... [and] tower work... ." Tower work was defined by the student pilot as talking to the control tower. The lessons on takeoffs and landing ended for 2 lessons. These 2 lessons consisted of cross country radio navigation. After the cross-country lessons, the pilot was trained in slow flight, stalls and ground reference maneuvers for 4 more lessons. Included in these lessons were between 2 and 6 takeoffs and landings. The pilot was given 9-additional flight instruction lessons before his first solo. These lessons were a mixture of steep turns, stalls, emergency procedures, crosswind takeoff's and landings as well as "...normal..." takeoffs and landings. Two of the pilot's 6 flight instructors were located and interviewed. The first instructor was asked to explain how he would teach a person to land the airplane. The instructor said he would make sure the pilot flew the final approach with a 3-degree glide path. He said he would have the pilot fly this approach with 30-degrees of flaps extended and start it a 500-feet above the ground. The instructor said he has the student use the altimeter and airspeed indicator to judge if the airplane is going to over or undershoot the touch down zone. He said he teaches the student to use pitch attitude for altitude and power for airspeed control while on final approach. He said the pilot begins to flare for landing as the airplane passes over the runway threshold if the airspeed is right. The instructor was asked if there was a particular height above the runway or visual cue to be used he instructs his students as a point to begin the landing round out. He said the pilot should begin the round out when the airplane is in ground affect. Judging entry into ground affect is done by looking at the far end of landing runway to estimate height above the ground, according to this instructor. The second flight instructor was asked the same questions as the first instructor. He said he teaches the student to extend 30-degrees of flaps when on final approach once the student "...has the runway made." He said he teaches the student to begin the landing flare when the airplane crosses the runway. The instructor was asked at what height this usually takes place and how the student can judge that height. He said it was hard to describe. Further questioning revealed that the instructor believed the flare should start a "...couple of feet..." above the runway. He said the student learns to do this after he levels the airplane off a few feet above the runway and adds back-pressure to keep the nose high. According to this instructor, the airplane eventually touches down in a nose high attitude. The second instructor had checked the accident pilot out in the Cessna 172. He said the pilot had shown a proper go-around during the checkout. His description of the go-around coincided with the one given by the accident pilot. This instructor was able to provide an explanation on the use of a runway aiming point while on final approach after being questioned by the IIC The on-scene investigation revealed the airplane had 30-degrees of flaps extended. No aniomalies were found with the control system, flap extension/retraction system, or the engine that would have prevented normal flight. The State of Michigan Department of Transportation, Airports Division provided information regarding the accident airport. Trees are about 150-feet from runway 18's departure end. These trees are about 55-feet high. According to the airport inspector, "...the rise in runway 18/36 from one end to the other is not significant, maybe 3-feet at the most."
was a delayed go-around maneuver by the pilot. Factors associated with this accident were the pilot misjudging his final approach altitude and glide path, having inadequate altitude to clear the trees at the end of the runway, and inadequate training on how to fly a final approach and make a landing on the first quarter of the runway.
Source: NTSB Aviation Accident Database
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