Cessna 172 accident near Fontana, North Carolina, May 5, 1999
On May 5, 1999 at about 11:45 pm local time, a Cessna 172, registered N30DS, was destroyed in an accident near Fontana, North Carolina (Mcgee/Tyson airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot continued visual flight into know weather conditions which resulted in reduced visibility, and the subsequent in-flight collision with rising terrain. Factors in this accidents were clouds and low ceiling in the accident area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 5, 1999 · about 11:45 pm local time
- Place
- Fontana, North Carolina · Mcgee/Tyson · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 172 · all 172s on the register
- Registration
- N30DS · registry record · serial 28761
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot made radio contact with approach control, level at 8,500 feet, and was advised that the tops of the clouds were at 7,000 feet msl, and that the base of the clouds in the area were at 3,400 feet msl. The pilot said, '...I can see the...seven thousand footers I've got uh ground contact.' The controller said, '...roger are you familiar with the mountainous terrain.' The pilot answered, 'yes sir.' About 8 minutes after initial contact, radio and radar contact were simultaneously lost. The airplane impacted in mountainous rising terrain, in a heavily wooded area. Due to bad weather, extremely rough terrain, and the remoteness of the crash site, ground searchers could not reach the wreckage for a couple of days. The following exchange occurred between two ATC controllers referance weather conditions at Knoxville and N30DS's position, '...[he is] tryin to dodge clouds and stuff...I don't see any breaks...well he says he sees the ground...well good luck (unintelligible) he better descend if he can because there's no breaks out this way but oh well that's for him to decide....' The airframe, engine, and propeller were examined and no discrepancies were found. Control cable continuity was confirmed to all the flight controls
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 23,000 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,274 hours
- Last inspection: annual inspection, October 6, 1998; 50 hours since
- Maximum gross weight: 2,075 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300A (piston); 0 hours total
The flight
- Departed from: JAX Jacksonville FL at 8:30 pm
- Destination: DKX Knoxville TN
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: dusk
- Wind: from 130° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,600 ft; scat at 2,000 ft
- Temperature: 70°F (21°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 11:53 pm from TYS, 30 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.