Cessna 152 accident near Plymouth, Massachusetts, January 22, 1994
On January 22, 1994 at about 4:40 pm local time, a Cessna 152, registered N94963, was substantially damaged in an accident near Plymouth, Massachusetts (Plymouth Municipal airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
the pilot's failure to maintain directional control during the flare/touchdown.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 22, 1994 · about 4:40 pm local time
- Place
- Plymouth, Massachusetts · Plymouth Municipal
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N94963 · registry record · serial 15285825
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot reported that during the flare/touchdown a gust of wind raised the airplane's left wing and the right gear contacted the ground. The pilot stated that the airplane started to pivot to the right so he added full aileron and left rudder to get the airplane back on the runway's centerline. The airplane veered to the left and contacted a snow bank located along the left side of the runway. The right wing was substantially damaged. The pilot reported that the wind was coming from a magnetic heading of 330 degrees at a velocity of 15 knots. The pilot wrote under the Recommendations Section (How could this accident been prevented) on the Pilot/Operator Aircraft Accident Report Form, 'AMOS (Automated Service Observing System) at the [airport], [reporting] wind speed [and direction] have been INOP at least since May [1993], two of the most important items [needed] by pilots. [There is] no radio [frequency] available for in-[flight] AMOS.'
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- LOSS OF CONTROL - ON GROUND/WATER during landing - flare/touchdown
- ON GROUND/WATER COLLISION WITH OBJECT during landing - flare/touchdown
Pilot
- Ratings: none, none, none, none
- Flight time: 55 hours in all; 47 in this make and model; 14 in the last 90 days; 7 in the last 30 days; 19 as pilot in command
- Medical certificate: class 3
The aircraft
- Airframe total time: 3,485 hours
- Last inspection: type not recorded, December 11, 1993; 57 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-N2C (piston); 0 hours total
- Operating certificate: in the vicinity
The flight
- Flight plan: none
- Runway 33, 2,501 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 10 knots
- Visibility: 15 statute miles
- Sky: scattered at 8,000 ft
- Temperature: 25°C, dew point 7°C
- Altimeter: 30 inHg
- Observation at 3:45 pm from HYA, 32 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number BFO94LA029.