Cessna 172N accident near Clarksburg, West Virginia, April 7, 1994
On April 7, 1994 at about 2:20 am local time, a Cessna 172N, registered N739HC, was substantially damaged in an accident near Clarksburg, West Virginia (Benedum airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's selection of a downwind runway, and his inadequate compensation for the wind conditions. A factor was the gusting tailwind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 7, 1994 · about 2:20 am local time
- Place
- Clarksburg, West Virginia · Benedum · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N739HC · registry record · serial 17270547
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was on the landing roll when it encountered a wind gust. The airplane became airborne, descended and impacted hard on the runway. The right main and nose gear collapsed and the airplane nosed over. According to the pilot, ' ...a wind gust from the left side lifted up the left wing and the airplane became airborne. The aircraft then appeared to lift off the runway surface and veer to the right, out of control, never gaining much altitude or speed, crashing just east of the runway.' The pilot had been cleared to land on runway 21; however, the pilot requested and was cleared to land on runway 3. The reported winds were 270 degrees at 13 knots with gusts to 20.
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 multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,380 hours in all; 2,400 in this make and model; 170 in the last 90 days; 86 in the last 30 days; 6,347 as pilot in command; 1,470 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,978 hours
- Last inspection: 100-hour inspection, March 21, 1994; 42 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
- Operator: Southern Ohio Aviation, INC.
The flight
- Departed from: HTW Chesapeake OH at 1:40 am
- Destination: CKB
- Flight plan: IFR
- Runway 3, 5,198 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 270° at 13 knots, gusting 20
- Visibility: 7 statute miles
- Sky: broken clouds at 1,800 ft
- Temperature: 54°F (12°C), dew point 39°F (4°C)
- Altimeter: 29.00 inHg
- Observation at 2:33 am from CKB
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.