Cessna 152 accident near Baltimore, Maryland, December 15, 1996
On December 15, 1996 at about 3:30 pm local time, a Cessna 152, registered N714YW, was substantially damaged in an accident near Baltimore, Maryland (Baltimore Airpark 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).
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The NTSB's probable cause their words, unchanged
the student pilot's premature rotation and inadequate supervision by the flight instructor (CFI), which resulted in failure of the flight crew to obtain adequate airspeed during takeoff for a proper rate of climb. Trees at the departure end of the runway were a related factor.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 15, 1996 · about 3:30 pm local time
- Place
- Baltimore, Maryland · Baltimore Airpark · 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
- N714YW · registry record · serial 15279547
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot initiated a short field takeoff from a 2,200 foot runway, after obtaining full power and then releasing the brakes. The flight instructor stated that he checked the engine RPM before the brakes were released. During the takeoff roll, the airplane rotated beyond the midfield position. The instructor stated that the airplane was not climbing so more elevator back pressure was applied, during which the stall warning horn sounded. As the airplane climbed out of ground effect, the stall warning horn sounded again. The airplane then impacted trees at the departure end of the runway, but continued flying. The flight continued to a nearby airport, where a low approach was made (for ground personnel to check for landing gear damage), followed by a full stop landing.
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: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 360 hours in all; 250 in this make and model; 17 in the last 90 days; 6 in the last 30 days; 345 as pilot in command; 36 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 7,966 hours
- Last inspection: 100-hour inspection, November 7, 1996; 68 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-N2C (piston); 0 hours total
- Operator: Brett Aviation
The flight
- Departed from: 1W2 at 3:30 pm
- Destination: MTN MD
- Flight plan: none
- Runway 27, 2,200 ft by 49 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 010° at 12 knots
- Visibility: 10 statute miles
- Sky: not recorded
- Temperature: 45°F (7°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 3:45 pm from MTN, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number NYC97LA031.