Piper PA-28-161 accident near Bridgeport, Connecticut, June 29, 1996
On June 29, 1996 at about 1:55 pm local time, a Piper PA-28-161, registered N8119H, was substantially damaged in an accident near Bridgeport, Connecticut (Igor Sikorsky Memorial airport). It was an instructional 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 student pilot's improper flare and improper recovery from a bounced landing, which resulted in a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 29, 1996 · about 1:55 pm local time
- Place
- Bridgeport, Connecticut · Igor Sikorsky Memorial
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-161 · all PA-28-161s on the register
- Registration
- N8119H · registry record · serial 28-816127
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot had done 4 touch-and-go landings with an instructor aboard. The instructor deplaned, and the student conducted his first solo flight; he resumed doing touch-and-go landings. The student reported: 'After the first touch-and go-landing, I departed for left closed traffic for my second touch-and-go. While reporting mid-field, downwind as instructed during take-off clearance, I was informed that I was number 2 in sequence to follow traffic on right base for runway 11, and to extend my downwind leg, which I proceeded to do. Final glide path was established, aircraft was trimmed, everything looked good. Final approach was made with the engine at idle. Airspeed was bleeding off, and over the numbers was reading about 65 knots, a little high, but did not seem to be a problem. Everything looked good for the touch and go on the touchdown zone. When I touched down the aircraft ballooned. I flared and the plane ballooned again. I felt the plane was down; however, it ballooned again, and on the third attempt to land, the aircraft touched down on the nose wheel. The nose wheel tire blew, causing the propeller to strike the runway. At no time did I feel that the plane was out of control. I was able to maintain directional control and was able to clear the runway at (the taxiway). I brought the aircraft to a stop, secured it using shut-down check-list procedures.' The student reported no mechanical malfunction.
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
- Ratings: single-engine land
- Flight time: 61 hours in all; 60 in this make and model; 10 in the last 90 days; 5 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,177 hours
- Last inspection: 100-hour inspection, June 12, 1996; 10 hours since
- Maximum gross weight: 2,440 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D3G (piston); 0 hours total
The flight
- Departed from: BDR at 1:30 pm
- Destination: BDR
- Flight plan: none
- Runway 11, 4,761 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 10 knots
- Visibility: 10 statute miles
- Sky: ovct at 12,000 ft
- Temperature: 63°F (17°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 1:50 pm from BDR
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.