Diamond Aircraft Industries DA 20C-1 accident near Leesburg, Virginia, July 6, 2002
On July 6, 2002 at about 2:20 pm local time, a Diamond Aircraft Industries DA 20C-1, registered N960CT, was substantially damaged in an accident near Leesburg, Virginia (Leesburg Executive Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 2002 · about 2:20 pm local time
- Place
- Leesburg, Virginia · Leesburg Executive Airport · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Diamond Aircraft Industries DA 20C-1
- Registration
- N960CT · registry record · serial C0120
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The passenger reported that the pilot departed the airport, completed a touch-and go, and flew to a practice area. The passenger then flew two clearing turns at 2,500 feet msl, and the pilot subsequently retook control of the airplane and climbed to 3,000 feet msl. After the pilot leveled the airplane about 2,900 feet msl, the engine lost all power. The pilot completed emergency checklist items, but was unable to restart the engine. The pilot then attempted a forced landing to a field. The airplane impacted in residential area; left wing low, nose down, and slid about 100 feet. Aside from a sooty number two cylinder, examination of the wreckage did not reveal any discrepancies. After the initial examination, the engine was then disassembled, and no discrepancies were observed. The fuel control unit, injector lines, nozzles, manifold, magnetos, number two cylinder and piston, and connecting rod, were all tested at the engine manufacturer's facility. The fuel components and magnetos flowed and tested within specifications respectively. The cause of the black sooty deposit within the number two cylinder could not be determined; however, the deposit appeared to be over normal combustion deposit.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 13,000 hours in all; 6 in this make and model
- Last flight review: March 21, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 212 hours
- Last inspection: annual inspection, May 31, 2002; 17.5 hours since
- Maximum gross weight: 1,653 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental IO240B (piston); 0 hours total
- Operator: Av-Ed Flight Schools Inc.
The flight
- Departed from: JYO Leesburg VA at 1:40 pm
- Destination: JYO
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 340° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 57°F (14°C)
- Altimeter: 30.14 inHg
- Observation at 2:20 pm from JYO, 3 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.