Greenville, NC, USA
N4768Q
Cessna 152
The pilot stated that the planned flight duration was 2 hours 45 minutes; approximately 3 hours into the flight he elected to divert to the Pitt-Greenville Airport due to fuel concerns. When near the airport he called on UNICOM which reported that the wind varied from the west/northwest direction at 10 knots. He entered the traffic pattern for runway 02 which was the active runway and elected to land with no flaps extended. He crabbed the airplane into the wind on final approach then when starting to flare, he lowered the left wing and applied right rudder input to align the longitudinal axis of the airplane with the runway. He further stated that the wind shifted suddenly at the time the left main landing gear contacted the runway which made a squealing sound. The right main landing gear then contacted the runway also making a squealing sound. The nose landing gear then touched down and collapsed and the airplane veered to the right coming to rest with the left wingtip contacting the runway. An automated METAR observation taken at 1300 hours local indicates in part that the wind was from 030 degrees at 11 knots with gusts to 14 knots. Post accident examination of the normal brake system revealed no discrepancies. Additionally, the main landing gear tires did not exhibit any evidence of flat spots.
On October 8, 2001, about 1312 eastern daylight time, a Cessna 152, N4768Q, registered to Jim Hamilton Aircraft, Inc., operated by Midlands Aviation Corporation, experienced a loss of control while landing at the Pitt-Greenville Airport, Greenville, North Carolina. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the private-rated pilot and one passenger were not injured. The flight originated about 0950 hours from Columbia Owens Downtown Airport, Columbia, South Carolina. The pilot stated that the planned flight duration was 2 hours 45 minutes; approximately 3 hours into the flight he elected to divert to the Pitt-Greenville Airport due to fuel concerns. When near the airport he called on UNICOM, which reported that the wind varied from the west/northwest direction at 10 knots. He entered the traffic pattern for runway 02 which was the active runway and elected to land with no flaps extended. He crabbed the airplane into the wind on final approach then when starting to flare, he lowered the left wing and applied right rudder input to align the longitudinal axis of the airplane with the runway. He further stated that the wind shifted suddenly at the time the left main landing gear contacted the runway which made a squealing sound. The right main landing gear then contacted the runway also making a squealing sound. The nose landing gear then touched down and collapsed and the airplane veered to the right coming to rest with the left wing tip contacting the runway. The pilot initially verbally reported after the accident that the brakes locked up when the left main landing gear first contacted the runway. An automated METAR observation taken at 1300 hours local indicates in part that the wind was from 030 degrees at 11 knots with gusts to 14 knots. Postaccident examination of the normal brake system by a mechanic not associated with the operation of the airplane revealed no discrepancies; the main landing gear tires were not flat spotted. The parking brake assembly was found to be inoperative due to missing components. A copy of the inspection report is an attachment to this report.
The improper flare by the pilot-in-command resulting in a hard landing and subsequent collapse of the nose landing gear due to overload.
Source: NTSB Aviation Accident Database
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