Cessna 172P accident near Seymour, Tennessee, June 13, 1999
On June 13, 1999 at about 1:15 pm local time, a Cessna 172P, registered N5494K, was substantially damaged in an accident near Seymour, Tennessee (Seymour Air Park, INC. airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot to perform a go-around earlier resulting in a long landing, insufficient runway remaining to stop, and subsequent in flight collision with a marked power line during an aborted landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 13, 1999 · about 1:15 pm local time
- Place
- Seymour, Tennessee · Seymour Air Park, INC. · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N5494K · no longer on the register · serial 17274159
- 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 flown into the airstrip a minimum of 15 times and during the first approach, he recognized that he flight was high. He performed a go-around, orbited the airport 1 time to allow for departing traffic, then reentered the traffic pattern to land. While over the approach end of the runway with the flaps fully extended, he recognized that the flight was again 'high' but thought sufficient runway remained after landing to stop the airplane. The airplane was landed 'too far down the runway to be able to stop...', and he retracted the flaps to 10 degrees, applied full power, and began to climb. During the climb the left main landing gear collided with a marked power line. The airplane then collided with trees, a fence, and came to rest upright. The pilot further stated that there was no engine failure or malfunction. Examination of the airplane by an FAA airworthiness inspector revealed control continuity for roll, pitch, and yaw.
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: single-engine land; instrument: airplane
- Flight time: 297 hours in all; 99 in this make and model; 51 in the last 90 days; 22 in the last 30 days; 218 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 9,405 hours
- Last inspection: 100-hour inspection, May 19, 1999; 20 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O320-D2J (piston); 0 hours total
The flight
- Departed from: MOR Morristown TN at 12:40 pm
- Destination: TN20
- Flight plan: none
- Runway 25, 2,300 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 5 statute miles
- Sky: scat at 6,500 ft
- Temperature: 73°F (23°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 12:53 pm from TYS, 11 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.