Cessna 172RG accident near Rochester, New York, August 12, 2002
On August 12, 2002 at about 2:45 pm local time, a Cessna 172RG, registered N888RG, was substantially damaged in an accident near Rochester, New York (Greater Rochester Internationa airport). It was a personal 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. A factor in the accident was the slow response time of the airspeed indicator.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 12, 2002 · about 2:45 pm local time
- Place
- Rochester, New York · Greater Rochester Internationa · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG · all 172RGs on the register
- Registration
- N888RG · no longer on the register · serial 172RG0389
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed and flew directly to his first destination. During the flight, he suspected that the airspeed indicator was indicating low for his altitude and power setting, but was not convinced there was a real problem. The pilot landed, and then immediately took off again. Once airborne, he decided to proceed back to his original departure airport. After completing the en route portion of the flight, the pilot was cleared to land on the main runway, which made him feel like he had to expedite the approach and landing. During the approach, the descent rate and airspeed were higher than "warranted." The airplane touched down, bounced, and then touched down again. The nose of the airplane started to vibrate, and the pilot realized the airplane was damaged. Examination of the pitot system and airspeed indicator revealed that the indicator was reading within prescribed limits, but was "very" slow to respond to airspeed changes. In addition, the system had numerous leaks that were not related to the accident.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 697 hours in all; 14 in this make and model; 26 in the last 90 days; 13 in the last 30 days; 512 as pilot in command
- Last flight review: June 30, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,396.7 hours
- Last inspection: annual inspection, June 26, 2002; 50 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
The flight
- Departed from: 7G0 Brockport NY at 2:25 pm
- Destination: ROC Rochester NC
- Flight plan: none
- Runway 22, 8,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 4 knots
- Visibility: 6 statute miles
- Sky: broken clouds at 20,000 ft
- Temperature: 82°F (28°C), dew point 66°F (19°C)
- Altimeter: 30.04 inHg
- Observation at 2:54 pm from ROC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.