Cessna 152 accident near Tulsa, Oklahoma, February 14, 2009
On February 14, 2009 at about 7:53 pm local time, a Cessna 152, registered N6300Q, was substantially damaged in an accident during landing (flare/touchdown) near Tulsa, Oklahoma (Richard L. Jones/Rivererside 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).
The NTSB's probable cause their words, unchanged
The pilot's improper flare and recovery from a bounced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 14, 2009 · about 7:53 pm local time
- Place
- Tulsa, Oklahoma · Richard L. Jones/Rivererside · map
- 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
- N6300Q · registry record · serial 15285225
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
This was the student pilot's second solo flight and her instructor observed the flight. The first takeoff and landing were without incident. During the second landing approach, she flared prematurely and "pushed the nose down to correct." She flared again but was too late and the airplane landed hard and bounced. The student pushed the nose down and the airplane struck the runway, collapsing the nose gear. Postaccident inspection revealed that the firewall was buckled, some engine mounts were broken, and the right wing skin was wrinkled.
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
- Hard landing during landing (flare/touchdown) defining event
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Personnel issues › Action/decision › Action › Delayed action › Pilot
Dual student
- Certificate: student
- Flight time: 49 hours in all; 49 in this make and model; 44 in the last 90 days; 18 in the last 30 days; 1 as pilot in command
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 11,800 hours
- Last inspection: annual inspection, January 6, 2009; 61 hours since
- Maximum gross weight: 1,675 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
- Operator: Spartan Aviation Industries, Inc.
The flight
- Departed from: RVS Tulsa OK at 7:30 pm
- Destination: RVS Tulsa OK
- Flight plan: none
- Runway 01R, 4,208 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 27°F (-3°C)
- Altimeter: 30.00 inHg
- Observation at 7:56 pm from RVS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N6300Q the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.