Cessna 152 accident near Greenville, North Carolina, October 8, 2001
On October 8, 2001 at about 5:12 pm local time, a Cessna 152, registered N4768Q, was substantially damaged in an accident near Greenville, North Carolina (Pitt-Greenville airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
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, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 2001 · about 5:12 pm local time
- Place
- Greenville, North Carolina · Pitt-Greenville · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N4768Q · no longer on the register · serial 152-85061
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
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.
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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 131 hours in all; 93 in this make and model; 2 in the last 90 days; 2 in the last 30 days; 81 as pilot in command
- Last flight review: October 5, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 10,683 hours
- Last inspection: 100-hour inspection, September 11, 2001; 26 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
- Operator: Midlands Aviation Corporation
The flight
- Departed from: KCUB Columbia SC at 1:50 pm
- Destination: KPGV Greenville NC
- Flight plan: none
- Runway 02, 6,500 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 8 knots, gusting 14
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 32°F (0°C)
- Altimeter: 30.51 inHg
- Observation at 4:55 pm from PGV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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.