N497SJCessna 172S · 2000

On December 9, 2024, about 1630 eastern standard time, a Piper PA-28-181, N90874, and a Cessna 172S, N497SJ, were substantially damaged when they were involved in a midair collision near Pahokee, Florida. The flight instructor and student pilot onboard the Piper were not injured. The flight instructor, private pilot receiving instruction, and student pilot observer onboard the Cessna were also not injured. Both airplanes were operated as Title 14 Code of Federal Regulations Part 91 instructional flights.

Both airplanes had previously completed multiple landings on runway 18 at Palm Beach County Glades Airport (PHK), Pahokee, Florida. The instructor onboard the low-wing Piper reported that, during final approach for a third landing, about 300 to 350 ft above ground level, he heard a “crunching metal noise” and realized that another airplane had collided with the cabin roof from above. He was able to continue and land on the runway. The instructor added that he had been making position reports in the traffic pattern on the airport’s common traffic advisory frequency (CTAF). He remembered a Cessna making a “short approach” report during their previous traffic pattern, but he did not hear anything during the accident traffic pattern.

The pilot and instructor onboard the high-wing Cessna reported that they had completed one full-stop and two touch-and-go landings. During the fourth approach, the student pilot in the rear seat yelled as he saw “something big” on the left side of the airplane. The pilot pulled back on the control yoke, but it was too late, as contact was already made. The instructor took control and landed uneventfully. The pilot and flight instructor stated that they completed position reports on the CTAF during all four approaches. They heard a transmission from a different airplane on the ground at PHK, but never heard from another airplane in the traffic pattern.

Examination of the airplanes by a Federal Aviation Administration inspector revealed substantial damage to the cabin roof fuselage of the Piper and the outboard left wing of the Cessna.

Review of ADS-B data revealed that the Piper flew a wider left traffic pattern and the Cessna flew a tighter left traffic pattern before the two airplanes converged on short final approach.

The pilot reported that after he "touched down the airplane bounced a couple times and that's w[h]ere the hard landing occurred". Subsequently, the pilot landed the airplane without further incident.

The airplane sustained substantial damage to the fuselage.

The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.

On October 1, 2016, about 1808 eastern daylight time, a Cessna 172S airplane, N497SJ, was substantially damaged when it was involved in an accident near Fort Lauderdale, Florida. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot's preflight inspection revealed no anomalies, and he determined that the engine contained 7 quarts of oil. He taxied to the runway, completed an engine run-up, and was cleared for takeoff.

The pilot applied full throttle and checked that all engine instruments were in the "green arc," including oil temperature and oil pressure. At 2,500 feet mean sea level (msl) and 5 nautical miles northwest of the departure airport, the pilot noticed the oil temperature indicated 245°, or redline. The pilot contacted air traffic control and requested to return to the airport; shortly thereafter, the engine began running roughly. The tower controller cleared the pilot for landing, and upon touchdown, the airplane bounced and came to rest on the runway. The pilot stated that he did not go around or abort the landing because of the potential engine issue.

On-scene examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the airplane contacted the runway on the nose landing gear, which was bent forward and had collapsed into the firewall. The propeller struck the runway, damaging both propeller tips. Oil was seeping from both sides of the engine cowling, both of the access doors on the cowling, and from underneath the cowling. The engine oil quantity dipstick indicated that about 3 quarts of oil remained in the engine. The oil appeared clear and free of contamination.

Examination of the engine under supervision from an FAA inspector revealed no hidden damage; however, the vernatherm, would not close. The vernatherm is a thermostatic oil cooler bypass valve which allows cold engine oil to bypass the oil cooler, then closes when the oil temperature reaches about 180°F, forcing the engine oil to pass through the oil cooler.

Review of air traffic control audio recordings revealed that, when providing the landing clearance, the tower controller advised the pilot that the wind was from 080° at 9 knots gusting to 18 knots, which would have resulted in a 50° left crosswind component of between 7 and 14 knots for the landing runway.

According to the Cessna 172S Pilot’s Operating Handbook, the maximum demonstrated crosswind velocity was 15 knots.