Cessna 152 accident near Tulsa, Oklahoma, January 22, 2015
On January 22, 2015 at about 10:40 pm local time, a 1981 Cessna 152, registered N6300Q, was substantially damaged in an accident during landing (flare/touchdown) near Tulsa, Oklahoma (Richard Lloyd Jones JR 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 landing technique which resulted in a hard landing and subsequent nose landing gear collapse.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 22, 2015 · about 10:40 pm local time
- Place
- Tulsa, Oklahoma · Richard Lloyd Jones JR · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152, built 1981 · 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
The student pilot reported that he was attempting to land after his first solo flight. He thought his airspeed was high; the airplane landed hard and bounced three times, which resulted in the collapse of the nose landing gear. The nose of the airplane and the left wing impacted the runway. A postaccident examination of the airplane revealed that the left wing spar, firewall and engine mount sustained substantial damage. The chief flight instructor reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Personnel issues › Experience/knowledge › Experience/qualifications › Total experience › Pilot
Pilot
- Certificate: student
- Flight time: 33 hours in all; 33 in this make and model; 33 in the last 90 days; 8 in the last 30 days
- Last flight review: December 16, 2014
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 13,220 hours
- Last inspection: annual inspection, January 15, 2015
- Maximum gross weight: 1,676 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 11,279 hours total
- Operator: Spartan Education LLC
The flight
- Departed from: RVS Tulsa OK
- Destination: RVS Tulsa OK
- Flight plan: none
- Runway 01R, 4,208 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 27°F (-3°C)
- Altimeter: 30.35 inHg
- Observation at 10:53 pm from KRVS
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.