Cessna 172 accident near Brooksville, Florida, February 21, 2005
On February 21, 2005 at about 3:45 pm local time, a Cessna 172, registered N98636, was substantially damaged in an accident near Brooksville, Florida (Hernando County Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper landing flare which resulted in substantial damage during the subsequent hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 21, 2005 · about 3:45 pm local time
- Place
- Brooksville, Florida · Hernando County Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 · all 172s on the register
- Registration
- N98636 · no longer on the register · serial 17276325
- 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 after getting the automated weather briefing and airport advisory from the Hernando County Airport, he began the approach to runway 09. While the flare was normal the airplane floated a bit prior to touchdown. Immediately after touchdown, he heard a loud noise and felt what appeared to be a flat tire. He then taxied the airplane as far off the runway as possible. He broadcasted on the Hernando unicom frequency and advised Tampa Approach Control of his situation. He and the passengers deplaned after the airplane was shut down. The pilot stated there were no mechanical failures or malfunction to the airplane or any of its systems prior to the accident. The chief maintenance inspector of the fixed-based operator who recovered the wreckage stated to the FAA inspector that the airplane incurred damage to the propeller and nosewheel. The firewall and the forward tunnel assembly on the airplane were found buckled.
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: 202 hours in all; 44 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 122 as pilot in command
- Last flight review: February 14, 2005
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 11,978 hours
- Last inspection: annual inspection, February 1, 2005; 53.7 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming 0320 D2J (piston); 0 hours total
The flight
- Departed from: PIE Clearwater FL at 3:05 pm
- Destination: BKV Brooksville FL
- Flight plan: none
- Runway 09, 7,001 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 4,000 ft; a few clouds at 2,800 ft
- Temperature: 70°F (21°C), dew point 55°F (13°C)
- Altimeter: 30.03 inHg
- Observation at 7:43 pm from BKV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.