Cessna 172S accident near Mokuleia, Hawaii, February 2, 2012
On February 2, 2012 at about 1:15 am local time, a Cessna 172S, registered N5026C, was substantially damaged in an accident during landing (flare/touchdown) near Mokuleia, Hawaii (Dillingham Airfield). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper landing flare and inadequate recovery from a bounced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 2, 2012 · about 1:15 am local time
- Place
- Mokuleia, Hawaii · Dillingham Airfield · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172S · all 172Ss on the register
- Registration
- N5026C · no longer on the register · serial 172S8965
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, as the airplane approached the runway, he realized that the airplane’s descent rate was higher than normal. The airplane touched down hard, bounced, and began to porpoise. The pilot attempted to abort the landing, but the airplane yawed left, its nose hit the ground, and it nosed over. The airplane sustained substantial damage to the left wing and the vertical stabilizer. The pilot reported that there were no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal flight.
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
What happened, in order
- Abnormal runway contact during landing (flare/touchdown) defining event
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Incorrect use/operation
Flight instructor
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 826 hours in all; 515 in this make and model; 46 in the last 90 days; 46 in the last 30 days; 695 as pilot in command; 154 on instruments
- Last flight review: January 6, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 5,035 hours
- Last inspection: approved inspection programme, January 28, 2012; 3 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360 L2A (piston); 0 hours total
- Operator: Noah Flying INC
The flight
- Departed from: PHNL Honolulu HI
- Destination: PHDH Mokuleia HI
- Flight plan: not recorded
- Runway 08, 9,007 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 8 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,900 ft
- Temperature: 75°F (24°C), dew point 59°F (15°C)
- Altimeter: 29.93 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.