Cessna 172 accident near Addison, Texas, August 18, 2018
On August 18, 2018 at about 8:00 pm local time, a 2009 Cessna 172, registered N893JA, was substantially damaged in an accident during takeoff near Addison, Texas (Addison airport). It was an instructional flight under general aviation rules (Part 91). 3 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper flap setting for takeoff and subsequent exceedance of the airplane’s critical angle of attack, which resulted in an aerodynamic stall. Contributing was the overgross state of the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 18, 2018 · about 8:00 pm local time
- Place
- Addison, Texas · Addison · map
- Type
- Accident
- Injuries
- 3 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 S, built 2009 · all 172s on the register
- Registration
- N893JA · no longer on the register · serial 172S10893
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, shortly after departing on a discovery flight, the airplane began veering left. He applied right rudder and aileron; however, the airplane continued to veer left. He recalled hearing the stall warning horn and stated that he lowered the nose and adjusted the trim, but the airplane continued in a nose-down position and impacted the ground. A video of the accident flight showed the airplane in a high- pitch attitude shortly after takeoff, followed by the left wing dropping and a rapid descent, consistent with an aerodynamic stall. Given that the pilot had just taken off, there was insufficient altitude to recover from the stall. The airplane sustained substantial damage to the fuselage, wings, and empennage. A postaccident examination did not reveal any evidence of a preimpact failure or malfunction that would have precluded normal operation. The examination revealed a flap setting of 30°. Weight and balance calculations determined that the airplane was loaded about 138 lbs over its maximum gross weight, which, in combination with the flap setting during takeoff, would have adversely affected the airplane’s climb rate. In an attempt to maintain a positive rate of climb, the pilot inadvertently exceeded the airplane’s critical angle of attack and aerodynamically stalled the airplane.
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
What happened, in order
- Aerodynamic stall/spin during takeoff defining event
- Aircraft loading event during prior to flight
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Not attained/maintained
- Aircraft › Aircraft systems › Flight control system › TE flap control system › Incorrect use/operation
- Aircraft › Aircraft handling/service › Loading › (general) › Incorrect use/operation
- Personnel issues › Task performance › Planning/preparation › Weight/balance calculations › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 612.3 hours in all; 161.1 in the last 90 days; 47.3 in the last 30 days; 551.8 as pilot in command; 307.6 on instruments
- Last flight review: January 12, 2018
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
Passenger
- Seat: left
- Injury: serious injuries
Passenger
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,400.6 hours
- Last inspection: 100-hour inspection, July 6, 2018
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-L2A (piston); 2,498 hours total
- Operator: US Sport Aircraft
The flight
- Flight plan: none
- Runway 15, 7,203 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 5 knots
- Visibility: 10 statute miles
- Sky: scat
- Temperature: 99°F (37°C), dew point 66°F (19°C)
- Altimeter: 29.91 inHg
- Observation at 10:47 pm from KADS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on May 6, 2021. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Memorandum of Record - Interview with Pilot | PDF, 2 pages | View Download |
| 3 | Memorandum of Record - Post-accident Wreckage Exam | PDF, 2 pages | View Download |
| 4 | Photograph of Reservation System Showing Reported Passenger Weights | PDF, 1 page | View Download |
| 5 | Photos of Accident Site with Weight & Balance Paperwork from Airplane | PDF, 3 pages | View Download |
| 6 | Video of Accident Sequence | video | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.