Cessna 152 accident near Lincoln Park, New Jersey, March 8, 1989
On March 8, 1989 at about 4:45 pm local time, a Cessna 152, registered N94252, was substantially damaged in an accident near Lincoln Park, New Jersey (Lincoln Park airport). 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
IMPROPER DECISION AND PLANNING BY THE CHECK PILOT (F/E) WHICH RESULTED IN LOSS OF PROPER ALIGNMENT AND COLLISION WITH A SNOWBANK AT THE EDGE OF THE RUNWAY. CONTRIBUTING FACTORS WERE: INADEQUATE PREFLIGHT BY THE F/E, F/E'S UNSECURED SHOULDER HARNESS, PREMATURE LIFT-OFF BY THE F/E, CROSSWIND, SNOWBANK & WET/SNOW COVERED TERRAIN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 8, 1989 · about 4:45 pm local time
- Place
- Lincoln Park, New Jersey · Lincoln Park
- 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
- N94252 · no longer on the register · serial 152.85752
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE STUDENT & FLT EXAMINER (F/E) WERE ON A PRIVATE PLT CHECK FLT TO CHECK THE STUDENT. WHEN THE TAKEOFF ROLL COMMENCED, THE F/E'S SHOULDER HARNESS WAS HANGING OUTSIDE HIS CLOSED DOOR. AS THE ACFT MOVED FASTER DOWN THE RWY, A 'BANGING' NOISE WAS HEARD. THE F/E OPENED HIS DOOR & RETRIEVED THE SHOULDER HARNESS, BUT DRG THIS TIME, THE ACFT MOVED TO THE LEFT, SO THE STUDENT REDUCED POWER TO ABORT THE TAKEOFF. HOWEVER, THE F/E TOOK CONTROL OF THE ACFT, APPLIED POWER & ATTEMPTED TO TAKEOFF. SHORTLY AFTER LIFT-OFF, THE ACFT SETTLED & HIT A SNOWBANK AT THE LEFT SIDE OF THE RWY. THE F/E THEN 'CUT' THE POWER & APPLIED MAX BRAKING, BUT BRAKING WAS NOT EFFECTIVE ON SNOW & WET GRASS BESIDE THE RWY. BEFORE STOPPING, THE ACFT STRUCK A PARKED BELL 206 HELICOPTER. THERE WAS A 10 KT QUARTERING X-WIND FROM THE RIGHT WHEN THE ACDNT OCCURRED.
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: student
- Flight time: 67 hours in all; 63 in this make and model; 29 in the last 90 days; 14 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection, March 7, 1989; 4 hours since
- Maximum gross weight: 1,675 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-N2C (piston); 0 hours total
The flight
- Departed from: N07 at 4:45 pm
- Flight plan: none
- Runway 1, 2,942 ft by 40 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 040° at 10 knots
- Temperature: 39°F (4°C), dew point 14°F (-10°C)
- Altimeter: 30.00 inHg
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.
Other NTSB records under N94252 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.