Cessna 152 accident near Rising Sun, Maryland, November 6, 1999
On November 6, 1999 at about 8:50 pm local time, a Cessna 152, registered N5490P, was substantially damaged in an accident near Rising Sun, Maryland. It was an instructional 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 PIC CFI's improper planning/decision to perform a downwind takeoff. A factor in this accident was the tail wind condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 6, 1999 · about 8:50 pm local time
- Place
- Rising Sun, Maryland · 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
- N5490P · no longer on the register · serial 15284957
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The two CFI's attempted to departed from a private grass strip, which was about 1,800 feet long, and oriented along an approximate heading of 310/130 degrees. A short-field takeoff was initiated by the flying CFI from runway 31, and discontinued at a 'mental abort point' established by the pilot-in-command (PIC) CFI. A second takeoff was then initiated in the opposite direction. Again, the takeoff was discontinued at an abort point; however, the airplane was unable stop before reaching the end of the runway, and the PIC CFI applied full right rudder, to 'spin the aircraft out.' The airplane struck a tree near the left wing root, which ruptured the left fuel tank and spun the airplane 90 degrees to the direction of travel. The grass strip was not approved by the Federal Aviation Administration (FAA). Examination of the wreckage revealed no pre-impact damage to the engine or the airframe. Winds reported at an airport about 20 miles east of the accident site were from 270 degrees at 7 knots.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 471 hours in all; 17 in this make and model; 39 in the last 90 days; 15 in the last 30 days; 421 as pilot in command; 61 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,462 hours
- Last inspection: annual inspection, October 12, 1999; 10 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235 (piston); 0 hours total
The flight
- Departed from: NONE at 8:20 pm
- Destination: 58M Elkton MD
- Flight plan: none
- Runway 13, 1,800 ft by 70 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 8:51 pm from ILG, 22 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.