Cessna 172 accident near Carthage, North Carolina, March 1, 2026
On March 1, 2026 at about 10:30 pm local time, a 2002 Cessna 172, registered N972WW, was substantially damaged in an accident during approach (VFR pattern final) near Carthage, North Carolina (Gilliam - Mc Connell Airfield). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain clearance from trees while on final approach for landing. Contributing to the accident were the flight instructor’s inadequate remedial actions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 1, 2026 · about 10:30 pm local time
- Place
- Carthage, North Carolina · Gilliam - Mc Connell Airfield · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 S, built 2002 · all 172s on the register
- Registration
- N972WW · registry record · serial 172S9072
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The purpose of the flight was for the pilot to gain experience with soft and short field landings with a flight instructor. The pilot stated that after departing, they proceeded to a nearby airport, whose runway was about 2,500 ft-long by 36 ft-wide. After completing a successful landing, they remained in the pattern for another short field landing. While on final approach, the airplane was too far to the right of the runway centerline. At an altitude of about 50 to 60 ft above ground level, the airplane’s right wing struck the tops of trees that were close the runway edge and were difficult to see due to the position of the sun. After impacting the trees, the pilot performed a go-around. The airplane operated normally and the pilot and the instructor decided to return to an airport with longer runway. Postaccident examination of the airplane revealed that the right wing had sustained substantial damage. Both the pilot and the instructor reported that there were no mechanical malfunctions or failures that would have precluded normal operation of 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
- Controlled flight into terrain or object (CFIT) during approach (VFR pattern final) defining event
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Personnel issues › Psychological › Attention/monitoring › Monitoring other person › Instructor/check pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 166 hours in all; 20 in this make and model; 10 in the last 90 days; 3 in the last 30 days; 64 as pilot in command
- Last flight review: April 26, 2025
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 17,000 hours in all
- Medical certificate: BasicMed
- Seat: rgt
- Injury: no injuries
The aircraft
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-L2A (piston); 0 hours total
- Operator: Chapel Hill Flying Club INC DBA
The flight
- Departed from: TTA Sanford NC at 9:56 pm
- Flight plan: none
- Runway 31, 2,538 ft by 36 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 48°F (9°C)
- Altimeter: 30.14 inHg
- Observation at 5:56 pm from SOP, 7 miles away
Weather report (METAR): METAR KSOP 012256Z AUTO 19003KT 10SM CLR 19/09 A3014 RMK AO2 SLP212 T01940094 PNO $=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Photographs from the investigation 6 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Damage to the right wing
Photograph 2 – Damage to the right wing
Photograph 3 – Damage to the right wing
Photograph 4 – Damage to the right wing
Photograph 5 - Damage to the right wing
Photograph 6 – Damage to the right wingThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on July 9, 2026. 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, 10 pages | View Download |
| 2 | Flight Instructor's Statement | PDF, 2 pages | View Download |
| 3 | Memorandum for Record - Flight Instructor Email | PDF, 1 page | View Download |
| 4 | Mor - Damage Summary | PDF, 1 page | View Download |
| 5 | Investigation Photographs | PDF, 7 pages · our copy | 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.