Cessna 172P accident near Iowa, Louisiana, February 22, 1996
On February 22, 1996 at about 4:07 pm local time, a Cessna 172P, registered N775NA, was substantially damaged in an accident near Iowa, Louisiana (Morgan Field). It was a business flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was conditions the NTSB did not record.
The NTSB's probable cause their words, unchanged
the pilot's selection of the wrong runway for landing, his delay in initiating a go-around (aborted landing), and his failure to maintain clearance from the transmission lines. Factors relating to the accident were: the pilot's improper weather evaluation, the resultant tailwind, and the proximity of transmission lines to the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 22, 1996 · about 4:07 pm local time
- Place
- Iowa, Louisiana · Morgan Field · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- conditions the NTSB did not record
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N775NA · registry record · serial 17274226
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During arrival, the pilot made an instrument approach to the Chennault Industrial Airport, then proceeded to land at Morgan field, which was about 5 miles away. He elected to land on runway 5 (sod strip, 1,800 foot long), although the wind was from 220 degrees at 12 knots. Witnesses observed the airplane approaching 'high and fast.' After touching down within the first 1/3 of the runway, the pilot noticed that his ground roll speed was fast, and he elected to abort the landing. The airplane became airborne past the midfield point. The pilot retracted the flaps and established the best angle of climb speed in an attempt to clear power lines. However, during the initial climb, the aft portion of the fuselage impacted the power lines, and the airplane crashed.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,868 hours in all; 254 in this make and model; 91 in the last 90 days; 22 in the last 30 days; 3,960 as pilot in command; 1,539 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,638 hours
- Last inspection: approved inspection programme, February 20, 1996; 4 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 0 hours total
The flight
- Departed from: HUM Houma LA
- Destination: NONE LA
- Flight plan: VFR then IFR
- Runway 5, 1,700 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 10 knots
- Visibility: 6 statute miles
- Sky: overcast at 700 ft; not recorded
- Temperature: 64°F (18°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 5:58 pm from CWF, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
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.