CESSNA 172S

Full Narrative

On June 13, 2013, about 1330 central daylight time, a Cessna 172S airplane, N552ND, impacted terrain during a go-around maneuver at the Grand Forks International Airport (KGFK), Grand Forks, North Dakota. The solo student pilot sustained serious injuries and the airplane was substantially damaged. The airplane was registered to and operated by the University of North Dakota under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Visual meteorological conditions prevailed for the flight which operated without a flight plan. The local flight originated from KGFK about 1200.

According to information provided by the University of North Dakota, the pilot departed the airport and flew practice maneuvers in a local air work area before returning to the airport for landing practice. The first attempt to land was too fast, so a go-around was performed. During the second attempt to land, the airplane landed hard and bounced. A go-around was performed and during the climb, the left wing dropped. The airplane descended and impacted terrain about 50 degrees nose low attitude.

An examination of the airframe and engine, conducted by inspectors from the Federal Aviation Administration (FAA), did not detect any preimpact malfunctions or failures which would have precluded normal operation of the airplane. The airplane was equipped with a Garmin G1000. Data extracted from this device revealed that the airplane touched down with an indicated airspeed about 40 knots. The airplane bounced and the airplane's nose was pitched up to 15 degrees. As the airspeed decayed to about 25 knots, the pilot applied engine power, and pitched the airplane 10-15 degrees nose up. The airplane touched down again and rolled a short distance down the runway before taking off with the airspeed at about 30 knots. The airplane pitched to 20 degrees nose high as the airplane stalled and rolled left.

The FAA's Airplane Flying Handbook (FAA-H-8083-3B) informs pilots that "[w]hen a bounce is severe, the safest procedure is to execute a go-around immediately." In addition, "[f]ull power should be applied while simultaneously maintaining directional control, and lowering the nose to a safe climb attitude."