Cessna 172 accident near Stuart Island, Washington, September 7, 2020
On September 7, 2020 at about 7:40 pm local time, a 1973 Cessna 172, registered N172CS, was substantially damaged in an accident during landing (flare/touchdown) near Stuart Island, Washington (Stuart Island West airport). It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s improper approach airspeed and landing flare, which resulted in a hard, bounced landing and nose over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 7, 2020 · about 7:40 pm local time
- Place
- Stuart Island, Washington · Stuart Island West · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 M, built 1973 · all 172s on the register
- Registration
- N172CS · no longer on the register · serial 17262260
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during a steep approach, the airplane touched down with “excessive” speed and the airplane bounced hard and nosed over. The left-wing lift strut and the tailcone were substantially damaged. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
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
- Hard landing during landing (flare/touchdown) defining event
- Nose over/nose down during landing (flare/touchdown)
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Pilot
- Certificate: private
- Flight time: 534 hours in all; 205 in this make and model; 15 in the last 90 days; 8 in the last 30 days; 482 as pilot in command
- Last flight review: June 13, 2020
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 8,745.5 hours
- Last inspection: annual inspection, April 15, 2020; 14.2 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 8,746 hours total
The flight
- Departed from: WN53 Lake Stevens WA at 7:00 pm
- Runway 270, 1,560 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 020° at 12 knots, gusting 17
- Visibility: 30 statute miles
- Sky: broken clouds at 2,400 ft; clear
- Temperature: 79°F (26°C), dew point 32°F (0°C)
- Altimeter: 30.23 inHg
- Observation at 1:00 pm from CYYJ, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on August 3, 2021. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Accident Photo | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.