Cessna 152 N4978B

Summary

On 26 May 2022 at about 19:56 local time, a Cessna 152 registered N4978B was involved in an accident near Wauwatosa, Wisconsin, United States. One person was on board and one died. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

26 May 2022 at 19:56

Classification

Accident

Location

Wauwatosa, Wisconsin, United States

Nearest airport

Lawrence J Timmerman Airport (MWC)

Coordinates

43.1025, -88.0403

Aircraft

Cessna 152

Registration

N4978B

Category

Airplane

Year built

1979

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CEN22FA214

1 person died.

The student pilot’s exceedance of the airplane’s critical angle of attack, which resulted in a stall from which the student pilot could not recover.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The student pilot was performing a solo flight and practicing takeoffs and landings. A witness reported, and ADS-B data confirmed, that the student pilot performed a touch-and-go. According to the witness, the airplane touched down long and then took off again. When the airplane lifted off the ground, the flaps remained down. The airplane climbed just above tree height in a nose-high attitude. Shortly thereafter, the left wing dropped, and the airplane descended “straight down.” During the climb, the student pilot reported to air traffic control (ATC) that he had an engine failure. Subsequently, he reported that he did not have his flaps up. A performance study was conducted to estimate the drag characteristics of the airplane and the engine power developed during the initial takeoff, subsequent landing, and accident takeoff. Before telling ATC that the flaps were not up, the pilot reported an engine failure; however, according to the study, the energy state of the airplane and the computed power required during the accident climb at flaps 30° are inconsistent with a loss of power. Instead, performance calculations indicate that the engine was producing power consistent with the power levels achieved during the previous (initial) takeoff and climb, which was performed with the flaps up. The airplane’s lift coefficient, computed using ADS-B data and wind speeds consistent with the reported weather, indicate that the flaps 30° maximum lift coefficient was reached about 13 seconds after the pilot reported an engine failure, and nearly coincident with the time that the pilot reported that the flaps were not up. The increase of the airplane’s lift coefficient to the maximum lift, and the rapid drop in pitch angle, angle of attack, and flight path angle that followed, are consistent with an aerodynamic stall and subsequent loss of control. Physical examination of the airframe, engine, and propeller did not reveal any preimpact failures or malfunctions that would have precluded normal operation of the airplane.

Quoted verbatim from the NTSB record.