# Accident 20000607007819A: Cessna 172H, Foley, AL, June 7, 2000

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: June 7, 2000, 19:00 local time
- Place: Foley, AL
- Airport: Clyde Weir Airstrip
- Damage: Substantial damage
- Phase of flight: Touch And Go Landing
- Operating rules: General operating rules (Part 91)
- Location: 30.3995° N, 87.6795° W: From the FAA, an estimate near the named town, within about 3 miles
- Nearby events: https://openairdocs.org/map.md?lat=30.3995&lon=-87.6795&mi=10
- Aircraft: N2849L, a cancelled registration (https://openairdocs.org/deregistered/N2849L-2013-08-08) (OpenAirDocs)
- Registry model: Cessna 172H (registry code 2072424, https://openairdocs.org/model/cessna-172h) (OpenAirDocs)
- Registry engine: Continental 0-300 series (registry code 17022, https://openairdocs.org/engine/continental-0-300-series) (OpenAirDocs)
- Reported make and model: CESSNA 172H
- Reported engine: CONT O300D
- Fatal injuries: 0
- Pilot flight hours: 1,265 total, 176 in this make and model
- NTSB investigation: [NTSB ATL00LA060](https://openairdocs.org/ntsb/ATL00LA060) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20000607007819A

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(-23) ON JUNE 7, 2000, ABOUT 19:20 HOURS CENTRAL DAYLIGHT TIME, N2849L, A CESSNA-172H, WAS BEING OPERATED BY^PRIVACY DATA OMITTED^ WHILE CONDUCTING TAKEOFFS AND LANDINGS FROM A PRIVATE UNIMPROVED AIRFIELD APPROXIMATELY 1000' FEET IN LENGTH LOCATED AT 9645 MIFLIN CREEK RD. FOLEY, ALABAMA, THE PILOT ATTEMPTED A GO AROUND AFTER HAVING TOUCHED DOWN APPROXIMATELY 400' FEET DOWN THE RUNWAY. DURING INITIAL CLIMB THE AIRCRAFT FAILED TO CLEAR THE TREES, THEN COLLIDED WITH THE GROUND NOSE FIRST IN DENSE FOREST AND HEAVY BRUSH. THE AIRCRAFT WAS SUBSTANTIALLY DAMAGED. POST ACCIDENT INVESTIGATION REVEALED THE AIRCRAFT DOORS HAD BEEN REMOVED AND LEFT AT THE HANGAR LOCATION, AND THE FLAPS WERE FOUND TO BE IN THE EXTENDED POSITION.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                           (.4)PRIOR TO PERFORMING TOUCH AND GO LANDINGS ON A 1,000 FT. PRIVATE GRASS AIRSTRIP WITH TREES AT BOTH ENDS OF THE RUNWAY, THE PILOT PERFORMED TAKEOFF PERFORMANCE CALCULATIONS AND DETERMINED THAT 700 FT. OF GROUND ROLL WOULD BE REQUIRED WITHOUT OBSTACLES, AND 1,200 FT. WOULD BE REQUIRED FOR A 50-FT. OBSTACLE CLEARANCE. DURING THE PILOT'S FIRST LANDING, HE TOUCHED DOWN 200 FT. FROM THE RUNWAY THRESHOLD.  HE APPLIED FULL POWER AND DID NOT RETRACT THE 40 DEGREES OF FLAPS. DURING INITIAL CLIMB FOLLOWING TAKEOFF, THE AIRPLANE'S LANDING GEAR CLIPPED A LINE OF TREES.  THE AIRPLANE THEN COLLIDED WITH THE GROUND NOSE FIRST, COMING TO REST 500 FT. OFF THE END OF THE RUNWAY.  ACCORDING TO THE 1967 CESSNA 172H AIRPLANE FLIGHT MANUAL, FLAP SETTINGS OF 30 TO 40 DEGREES ARE NOT RECOMMENDED AT ANY TIME FOR TAKEOFF.  IN ADDITION, THERE IS NO PERFORMANCE DATA IN THE MANUAL FOR TAKEOFFS WITH 40 DEGREES OF FLAPS.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB ATL00LA060](https://openairdocs.org/ntsb/ATL00LA060), Jun 8, 2000: Cessna 172H (N2849L), Foley, AL, substantial damage. Probable cause: The pilot exceeding the performance capability of the airplane during takeoff. A factor was the trees.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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