Cessna 172R accident near Maiden, North Carolina, March 22, 2026
On March 22, 2026 at about 5:15 pm local time, a 1999 Cessna 172R, registered N870CP, was substantially damaged in an accident during takeoff (rejected takeoff) near Maiden, North Carolina (Laneys Airport). 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 flight instructor’s inadequate preflight planning, which resulted in a rejected takeoff from a tailwind departure and subsequent runway excursion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 22, 2026 · about 5:15 pm local time
- Place
- Maiden, North Carolina · Laneys Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172R, built 1999 · all 172Rs on the register
- Registration
- N870CP · registry record · serial 17280666
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor reported that the purpose of the flight was to reposition the airplane to a nearby airport to practice soft-field takeoffs and landings from a 2,000-ft-long, turf runway. During the repositioning flight, he reported that the wind was from the south-southwest at an estimated velocity of 4 knots. After landing on runway 5, the student performed an uneventful takeoff and landing on runway 23. The flight instructor then elected to back-taxi to runway 5 and demonstrate a soft-field takeoff. During the initial ground effect phase of the takeoff, the flight instructor observed an indicated airspeed of about 40 knots near midfield and that the airplane was not climbing. He then elected to reject the takeoff, and with insufficient runway remaining to stop, he reduced the engine power to idle, moved the mixture control to the idle cutoff position, applied the brakes, and maneuvered the airplane off the left side of the runway to avoid unsuitable terrain off the departure end of the runway. During the ground roll, the propeller impacted a roadway, and the lower fuselage of the airplane was substantially damaged. The flight instructor reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. At the time of the accident, the airplane was departing from runway 5. A weather reporting facility about 7 miles south of the accident airport reported that the wind was from 240° at 7 knots, which would have resulted in a tailwind during the takeoff. It is likely that the airplane’s ground roll was increased as a result of this tailwind, which ultimately resulted in the flight instructor’s decision to abort the takeoff and the subsequent runway excursion.
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
- Runway excursion during takeoff (rejected takeoff) defining event
The NTSB's findings
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Instructor/check pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Decision related to condition
Flight instructor
- Certificate: flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,212.7 hours in all; 1,173 in this make and model; 167.8 in the last 90 days; 50.8 in the last 30 days; 1,133.8 as pilot in command; 778.1 on instruments
- Last flight review: February 17, 2025
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: student
- Flight time: 123.4 hours in all; 123 in this make and model; 34.5 in the last 90 days; 6 in the last 30 days; 10 as pilot in command
- Last flight review: April 15, 2026
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 16,056.9 hours
- Last inspection: 100-hour inspection, January 30, 2026; 70 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-L2A (piston); 9,400 hours total
The flight
- Departed from: N92 Maiden NC at 5:10 pm
- Destination: 14A Mooresville NC
- Flight plan: none
- Runway 05, 2,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 55°F (13°C)
- Altimeter: 29.90 inHg
- Observation at 1:15 pm from IPJ, 6 miles away
Weather report (METAR): KIPJ 221715Z AUTO 24007KT 10SM CLR 29/13 A2990 RMK AO2 T02890127
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Photographs from the investigation 2 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Buckling noted to lower left fuselage structure
Photograph 2 – Buckling noted to lower right fuselage structureThe 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
2 documents, released by the NTSB on August 27, 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 | NTSB 6120 1 Form | PDF, 10 pages | View Download |
| 2 | Photo Array | PDF, 3 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.