Cessna 320 accident near Round Rock, Texas, July 1, 2020
On July 1, 2020 at about 6:00 pm local time, a 1961 Cessna 320, registered N19AS, was destroyed in an accident during landing near Round Rock, Texas. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
Improper maintenance that led to a loss of engine power due to a failed left engine magneto, the pilot’s improper application of single engine emergency procedures, and his failure to maintain control of the airplane which resulted in a collision with trees.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 1, 2020 · about 6:00 pm local time
- Place
- Round Rock, Texas · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 320 Undesignat, built 1961 · all 320s on the register
- Registration
- N19AS · no longer on the register · serial 320-0086
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed in the multi-engine airplane and proceeded east. The airplane turned north and impacted trees about 30 nm west of the last flight track data. A postimpact fire ensued and the wreckage was destroyed. According to a witness driving near the accident site, the airplane flew low, and she thought the airplane was going to land. Another witness driving near the accident site, observed the airplane flying “erratically” with flames emitting from the left engine, but did not remember seeing smoke in the sky or smoke emitting from the airplane. Another witness near the accident site, reported that the airplane was "sputtering" and "popping" as it flew over his home. Postaccident examination showed that the airplane descended through trees and was highly fragmented and mostly consumed by fire. Both propellers had indications consistent with low amounts of rotational energy. The right engine propeller blades were at a blade angle near feather pitch at impact and the left engine propeller blades appeared to be fully feathered. All engine control levers were found full forward except the left engine propeller lever, which was full aft. Additional examination revealed the right magneto installed on the left engine would not rotate due to a failed bearing. The failure signatures were indicative of a loss of lubrication in the bearing. It is likely the airplane experienced at least a partial loss of engine power in the left engine as a result. The evidence is consistent with the pilot attempting to shut down the left engine due to the failed magneto and failing to maintain single-engine flight resulting in an impact with trees and terrain. Both engine exhaust systems were in an unairworthy condition due to very thin metal, holes, cracks, and signs of oxidative degradation. Exhaust leaks can result in an inflight fire. However, the post-impact fire prevented determination if an inflight fire occurred and the witness testimony of flames coming from the engine could not be verified.
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
- Fire/smoke (non-impact) during maneuvering
- Collision during takeoff/land during landing
- Powerplant sys/comp malf/fail during landing
- Loss of engine power (partial) during landing defining event
- Off-field or emergency landing during landing
The NTSB's findings
- Aircraft › Aircraft power plant › Engine exhaust › (general) › Fatigue/wear/corrosion
- Aircraft › Aircraft power plant › Engine exhaust › (general) › Damaged/degraded
- Aircraft › Aircraft power plant › Ignition system › Magneto/distributor › Failure
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Effect on equipment
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Engine out control › Not attained/maintained
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,667.9 hours in all; 56.1 in this make and model; 1,392.5 as pilot in command
- Last flight review: December 19, 2019
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 7,648.2 hours
- Last inspection: annual inspection, July 10, 2019; 22.8 hours since
- Maximum gross weight: 4,989 lb
- Seats: 5
- Landing gear: retractable
- Engine 1: Continental Motors TSIO-470-D (piston); 0 hours total
- Engine 2: Continental Motors TSIO-470-D (piston); 0 hours total
The flight
- Departed from: RYW Lago Vista TX at 5:20 pm
- Destination: RYW Lago Vista TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 12 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,800 ft
- Temperature: 86°F (30°C), dew point 73°F (23°C)
- Altimeter: 29.94 inHg
- Observation at 12:56 pm from KGTU, 7 miles away
Weather report (METAR): KGTU 011756Z 20012KT 10SM OVC028 30/23 A2994 RMK AO2 SLP131 T03000228 10300 20267 50001
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN20LA256.