Cessna 172N accident near Moselle, Mississippi, April 24, 2004
On April 24, 2004 at about 9:42 pm local time, a Cessna 172N, registered N75812, was substantially damaged in an accident near Moselle, Mississippi. It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance and his inadequate visual look-out while maneuvering resulting in an in-flight collision with a radio tower.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 24, 2004 · about 9:42 pm local time
- Place
- Moselle, Mississippi · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N75812 · no longer on the register · serial 17267969
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Witnesses stated they observed the airplane flying eastbound between 400 to 500 feet above ground level in the vicinity of the radio tower. The airplane circled around the tower once, and then was observed to go around the tower again heading east. The nose of the airplane was observed by both witnesses to pitch up, and the airplane collided with one of the suspension cables. The right wing collided with the tower, the nose of the airplane pitched down, and the airplane disappeared from view behind some trees. Examination of the airplane revealed orange paint was present on the leading edge of the right wing outboard of the right wing strut attachment fitting, and extended outboard to the separated right wing tip. Orange paint was also present on a separated section of the right aileron. In addition, wire marks were present on the leading edge of the rudder assembly. Examination of the airframe, flight controls, and engine assembly revealed no anomalies.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,416 hours in all; 124 in this make and model; 9 in the last 90 days; 4 in the last 30 days; 1,391 as pilot in command; 582 on instruments
- Last flight review: March 25, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,848.4 hours
- Last inspection: 100-hour inspection, March 26, 2004; 37.5 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
The flight
- Departed from: LUL Laurel MS at 9:36 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 11:53 pm from MEI, 45 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.