ATL03LA131

Factual narrative

On August 30, 2003, at 1209 eastern daylight time, a Cessna 172M, N19929, registered to Wirtz Aviation, Inc., and operated by the private pilot, collided with trees during initial climb after takeoff from Hendersonville Airport, Hendersonville, North Carolina. The local flight was operated under the provisions of Title 14 CFR Part 91 with no flight plan filed. Visual meteorological conditions prevailed. The private pilot and rear-seated passenger received serious injuries, and the rear-seated juvenile passenger was not injured. The airplane sustained substantial damage. The flight was originating at the time of the accident on August 30, 2003. The pilot was giving charity rides around the airport pattern, and the flight was the third or fourth trip around the airport that day. He stated he encountered variable winds with gusts and crosswinds on the previous flights. The pilot stated the windsock on the north end of the runway and a flag at the south end of the runway just prior to the accident flight were both limp. The pilot completed an engine runup and used 10 degrees of flaps for takeoff from runway 14. The pilot stated the takeoff roll, rotation, and initial climb were normal. The pilot initiated a left turning climb after departure, and the airplane began to sink over the trees. The pilot stated the engine sounded normal, and his hand was still on the throttle at full forward. He scanned to verify both magnetos were on and the carburetor heat was off. The airplane continued to sink, and the pilot stated it had encountered a downdraft. When the pilot realized a collision with the trees was imminent, he lowered the flaps to slow the airplane. The pilot stated he attempted to keep the airplane's nose up without stalling as it sank into the trees. The pilot reported no mechanical malfunction with the airplane. The airplane came to rest nose-down in a wooded area. The nose was crushed aft with the engine displaced and the fuselage buckled. Both wings were damaged, and fuel was observed in the wing tanks. Examination of the airplane at a recovery facility revealed the engine throttle valve and the mixture control were capable of full movement between their stops. Fuel retrieved from the fuel supply hose from the gascolator to the carburetor contained a fine, suspended particulate of unknown origin, and fuel retrieved from the wing tanks appeared clean. The fuel supply hose displayed an aged external appearance; the hose was removed and cut open for internal examination, and no evidence of blockage was observed. The gascolator bowl was partially coated with an unknown substance, and a few white-colored flecks of unknown debris were found in the gascolator screen. The carburetor bowl, floats, and screen were clean and free from debris. Both magnetos produced spark on all leads when rotated. Examination of the bottom spark plugs revealed no evidence of abnormality. The ignition harness displayed an aged external appearance and was impact damaged. Compression developed on all four cylinder when the engine was rotated. Air leakage was noted from the valves and the rings when pressurized air was supplied to the cylinders in the cold configuration. The No. 4 cylinder was removed and a fuel leakage test was performed with leakage observed from the intake valve and the exhaust valve. Some carbon deposits were observed on the valves and the valve seats. The oil cooler was crush damaged and leaking oil, and a quantity of oil consistent with normal operation remained within the engine. Examination of the oil filter element and the oil suction screen revealed no evidence of contamination. No evidence of engine malfunction was observed. Examination of maintenance records revealed the Lycoming O-320-E2D engine received a zero-time overhaul on January 14, 1987. A review of the engine logbook revealed an annual inspection was completed on February 10, 2003, at a tachometer reading of 6356.9 hours, and an engine time since major overhaul of 1950.9 hours. The tachometer reading at the time of the accident was 6389.4 hours. According to Textron Lycoming Service Instruction (SI) 1009AQ, the recommended time between overhaul for the model O-320 series engine is 2,000 hours; for engines that do not accumulate 2,000 hours, the Service Instruction recommends that overhaul be performed in the twelfth year since new or since previous overhaul. For operations under the provisions of Title 14 CFR Part 91, compliance with SI 1009AQ is not mandatory. The nearest weather observation station at Asheville Regional Airport, Asheville, North Carolina, 9.4 nautical miles northeast of the accident site, reported at 1154 winds were calm, at 1254 winds were from 350 degrees at 5 knots, at 1320 winds were from 240 degrees at 12 knots gusting to 16 knots with heavy rain, and at 1325 winds were variable at 6 knots gusting to 29 knots with heavy rain. According to the pilot, the airplane encountered a downdraft shortly after takeoff and sank into the trees. Examination of the airplane revealed no evidence of engine malfunction. The nearest weather observation station reported at 1154 winds were calm, at 1254 winds were from 350 degrees at 5 knots, at 1320 winds were from 240 degrees at 12 knots gusting to 16 knots with heavy rain, and at 1325 winds were variable at 6 knots gusting to 29 knots with heavy rain. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12