Cessna 172M accident near Leesburg, Mississippi, February 12, 2003
On February 12, 2003 at about 3:05 pm local time, a Cessna 172M, registered N22593, was substantially damaged in an accident near Leesburg, Mississippi (Jimmy Thrash'S Private Strip airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper use of flaps, resulting in the degradation of climb performance and collision with the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 12, 2003 · about 3:05 pm local time
- Place
- Leesburg, Mississippi · Jimmy Thrash'S Private Strip · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N22593 · registry record · serial 17264070
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he had extended the flaps to "three quarters", while taking off, and he had been "milking" the flaps up, but the airplane was "sinking", even though the throttle control was pushed all the way in. He said the engine sounded as if it was developing full power, and continued to do so until impact, as the airplane continued to sink. The pilot said he maneuvered to avoid a crowded trailer park, and impacted the ground in a soft muddy open area, and the airplane incurred damage. The FAA inspector who conducted an examination of the accident airplane said that there were no indications of any preaccident failure or malfunctions to the accident airplane's airframe, flight controls, or engine, and that she found that the airplane's flaps had been set to about 30 degrees for the takeoff. The airplane's flight manual specified that for a normal takeoff the flaps should be "up."
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: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 20,000 hours in all; 150 in this make and model; 120 in the last 90 days; 40 in the last 30 days; 15,000 as pilot in command; 4,000 on instruments
- Last flight review: May 18, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,380 hours
- Last inspection: annual inspection, September 4, 2002; 50 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Textron Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: Leesburg MS at 3:05 pm
- Destination: ACJ Americus GA
- Flight plan: VFR
- Runway 180, 2,000 ft
Weather at the time
- Light: daylight
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 43°F (6°C)
- Altimeter: 30.28 inHg
- Observation at 2:54 pm from JAN, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.