# NTSB FTW96LA290: Cessna 172L, N19682, Johnstown, CO, July 1, 1996 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 1, 1996, 15:45 local (21:45 UTC) - Place: Johnstown, CO - Coordinates: 40.330326, -104.910705 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.3303&lon=-104.9107&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 4 uninjured - Status: Completed, report December 23, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 19895 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW96LA290 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/19895/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=19895 - Page: https://openairdocs.org/ntsb/FTW96LA290 ## Probable cause failure of the pilot to maintain proper altitude/clearance from obstructions, while buzzing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, maneuvering - object - wire,transmission - altitude/clearance - improper, pilot in command (cause) - buzzing - performed, pilot in command (cause) ## Analysis During a local area personal flight, the aircraft struck two power lines approximately 1 mile apart, the second of which sheared off approximately 1/3 of the vertical stabilizer and rudder. The pilot then flew the aircraft back to the point of departure, a distance of about 70 miles, and parked the aircraft in a shelter. He did not report the power line encounter. The aircraft was found the following day with evidence of substantial damage to many portions of the aircraft. ## Factual narrative On July 1, 1996, between 1545 and 1630 mountain daylight time, a Cessna 172L, N19682, struck two sets of power lines while maneuvering near Johnstown, Colorado. The private pilot and his three passengers were not injured and the aircraft sustained substantial damage. The flight was operating under Title 14 CFR Part 91 when the accident occurred and no flight plan was filed. Visual meteorological conditions prevailed for this local area flight which departed Centennial Airport, Englewood, Colorado, at 1500. The rural electric company, whose lines were struck, reported the accident and this was collaborated by a local resident who witnessed the second wire strike and provided the power company with a part which was sheared from the aircraft. The accident was not reported by the pilot and the aircraft was located the following day parked in a shelter at Centennial Airport, Englewood, Colorado, by matching a part, which came off the aircraft during the second wire strike. Approximately 1/3 of the vertical stabilizer was recovered from the area where the second wire strike occurred. According to the electric company, the first power lines which were struck had a span between poles of 265 feet and the wire height at the point of contact was approximately 23 feet above ground level (agl). The second strike span was 305 feet with a wire height at the point of impact of approximately 25 feet agl. The type of wire used in both lines was 8A copper weld. The two wire strikes were approximately one mile apart. The lines were not marked and according to Federal Air Regulations, they did not meet the requirements for marking. The line locations are depicted on the attached map. This depiction provided information that the lines were located approximately 3 miles southeast of Fort Collins/Loveland Municipal Airport and the sequence provides documentation that the aircraft was flying in a northwest direction when the wire strikes occurred. Damage to the aircraft consisted of abrasion marks on the propeller, dents in the propeller spinner, abrasion marks on the top cowl, a broken wind screen, dents in the right door, abrasion marks and dents on the right strut, a broken right rear window, dents and abrasion marks on the top fuselage aft of the cabin, dents and abrasion marks in the right horizontal stabilizer, a crease with dents and upward deformation of the right elevator, abrasion marks and dents in the leading edge of the vertical stabilizer, the top 1/3 of the vertical stabilizer and rudder sheared off, damage to the center hinge of the retained portion of the rudder, and antennas sheared off on the top side of the aircraft. (Photographs attached.) According to the pilot's statement, provided on NTSB Form 6120.1/2, he was flying north towards Fort Collins, Colorado, at about 150 feet above the ground. He said he glanced down to adjust the mixture and apparently hit a small down draft, or pushed the nose over. He said he descended about 100 feet and when he looked out he realized he was too close to pull up so he attempted to go under the line. He stated that after he hit the power line, he dragged the line for 5 to 10 seconds and the tail came off. He said the plane flew fine so he returned to Centennial Airport. The pilot also stated he was the sole occupant of the aircraft. In a telephone interview, the pilot said he was unaware of hitting the other power line and reiterated that he was alone in the aircraft. On September 5, 1996, the Federal Aviation Administration (FAA) Denver Flight Standards District Office (FSDO) provided to the investigator in charge a copy of a letter from the Aurora, Colorado, Police Department (copy attached). The letter stated that during the investigation of another matter, detectives were provided with information concerning this aircraft accident. The information was that there were three persons in addition to the pilot aboard the aircraft and that the pilot was attempting to fly under power lines when the accident occurred. In addition, two of the occupants said that following the wire strikes, the pilot landed on a road, inspected the aircraft, and then flew it back to Centennial. In further communications with the pilot both in writing (attached) and by telephone, he denied all of the above. Attempts to interview the passengers were made without success. ## Aircraft - Registration: [N19682](https://openairdocs.org/aircraft/N19682), registered now, S/N 17260665, built 1972 (OpenAirDocs) - Reported make and model: Cessna 172L - Registry model: [Cessna 172L](https://openairdocs.org/model/cessna-172l) (registry code 2072432) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17260665 - Airframe hours: 4098 - Engines: Lycoming O-320-E2D 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Michael M. Cronk - Registered owner: Kenneth B. Cronk - Airworthiness certificate: Standard, Normal; Standard, Utility - Last inspection: Annual, May 17, 1996, 7 hours before - Departed: APA, ENGLEWOOD, CO ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 18; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; seat: left; flight hours: 200 total, 198 in this make and model, 180 as pilot in command, 60 in the last 90 days, 15 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 40° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 46 °F - Altimeter: 30.00 inHg - Observed at: FNL, 3 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19960701015999A](https://openairdocs.org/incident/19960701015999A), Jul 1, 1996: Cessna 172L, Johnstown, CO, Substantial damage. Aircraft clipped power lines in flight, continued to destination, place aircraft in hangar, did not report damaged. ## Docket (13 files) The files NTSB released with the investigation on October 23, 1996, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=19895. 1.1 MB in all. - Supplement S (item 1, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40056223&FileExtension=.PDF&FileName=Supplement%20S-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 2, .PDF, 341 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449947&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Witness Statement (item 3, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449948&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - Maps or Charts of Accident Area, Wreckage Diagrams (item 4, .PDF, 194 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40056226&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF - Reports from Local Agencies (item 5, .PDF, 103 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449949&FileExtension=.PDF&FileName=Reports%20from%20Local%20Agencies-Master.PDF - Other Pertinent Forms and Reports (item 6, .PDF, 136 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449950&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports-Master.PDF - Photo 1: Broken wind screen in front of pilots position. (item 7, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40056229&FileExtension=.PDF&FileName=Photo%201%3A%20%20Broken%20wind%20screen%20in%20front%20of%20pilots%20position.-Master.PDF - Photo 2: Broken right rear window and damage to right door, lower forward portion. (item 8, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40056230&FileExtension=.PDF&FileName=Photo%202%3A%20%20Broken%20right%20rear%20window%20and%20damage%20to%20right%20door,%20lower%20forward%20portion.-Master.PDF - Photo 3: 1. Damage to leading edge of right horizontal stabilizer. 2. Bend in right elevator. 3. Deformation upward in outboard portion of right elevator. (item 9, .PDF, 31 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40056231&FileExtension=.PDF&FileName=Photo%203%3A%20%201.%20Damage%20to%20leading%20edge%20of%20right%20horizontal%20stabilizer.%20%202.%20Bend%20in%20right%20elevator.%20%203.%20Deformation%20upward%20in%20outboard%20portion%20of%20right%20elevator.-Master.PDF - Photo 4: Shear point on vertical stabilizer. Separation in skin seam in aft fuselage. (item 10, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40056232&FileExtension=.PDF&FileName=Photo%204%3A%20%20Shear%20point%20on%20vertical%20stabilizer.%20%20Separation%20in%20skin%20seam%20in%20aft%20fuselage.-Master.PDF - Photo 5: Portion of the vertical stabilizer which was found under the second wire strike. (item 11, .PDF, 32 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40056233&FileExtension=.PDF&FileName=Photo%205%3A%20%20Portion%20of%20the%20vertical%20stabilizer%20which%20was%20found%20under%20the%20second%20wire%20strike.-Master.PDF - Photo 6: Overview of vertical stabilizer with the sheared portion held in position. (item 12, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40056234&FileExtension=.PDF&FileName=Photo%206%3A%20%20Overview%20of%20vertical%20stabilizer%20with%20the%20sheared%20portion%20held%20in%20position.-Master.PDF - Photo 7: Sheared portion of vertical stabilizer held in position. (item 13, .PDF, 26 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40056235&FileExtension=.PDF&FileName=Photo%207%3A%20%20Sheared%20portion%20of%20vertical%20stabilizer%20held%20in%20position.-Master.PDF 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.