- Location: Battle Ground, WA
- Accident Number: WPR25FA294
- Date & Time: September 26, 2025, 13:06 Local
- Registration: N8219U
- Aircraft: Cessna 172F
- Injuries: 1 Fatal
- Flight Conducted Under: Part 91: General aviation - Personal
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201729/pdf
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N8219U
On September 26, 2025, about 1306, Pacific daylight time a Cessna 172F, N8219U, was destroyed when it was involved in an accident near Battle Ground, Washington. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Preliminary ADS-B data (see figure 1) indicated that after departure from Southwest Regional Airport, Kelso, Washington (KLS), the airplane flew southeast along the Columbia River to Goheen Airport, Battle Ground, Washington (W52) which is at a field elevation of 292 ft mean sea level (msl). ADS-B data showed that the airplane approached W52 from the northeast at an altitude of 1,800 ft msl on an approximate 45° angle to the runway. At 1300:30, as the airplane was about 700 ft east of the approach end of runway 15, a left turn was initiated to a southerly heading, parallel to the runway, at an altitude of about 800 ft msl. The airplane’s flight track remained parallel to the runway until a left turn was initiated to the crosswind leg of the airport traffic pattern at 1300:55.
The airplane continued a left turn to the downwind leg of the airport traffic pattern and climbed to 1,400 ft msl, before it began a descending left turn to the base leg of the traffic pattern at about 1302:05. The airplane continued the descending left turn, onto final for runway 15. ADSB contact was lost at 1303:27, as the airplane was about 300 ft msl, and 642 north of the approach end of runway 15. Video surveillance footage showed the airplane cross the runway threshold about 10 ft above ground level, perform a touch and go on the last 1/3rd of the runway at 1303:43. The video showed that after touchdown, the airplane began a shallow climb.
ADS-B contact was reestablished at 1304:09, when the airplane was about 2,000 ft southeast of the departure end of runway 15, at an altitude of about 200 ft msl. The airplane remained at 200 ft throughout the turn from crosswind to the downwind leg of the airport traffic pattern.
ADS-B data showed that at 1304:44, the airplane’s altitude was 600 ft msl, abeam the approach end of runway 15, on the downwind leg. The airplane continued to climb to 900 ft msl, and initiated a left turn, onto the base leg, and continued to the west, past the extended runway centerline at 1305:36, while maintaining an altitude of 900 ft msl. At 1304:42, the airplane began a descending left turn, to a heading about 15° left of runway heading. The last recorded ADS-B data point was at 1306:12, at an altitude of about 300 ft msl, and about 122 ft northwest of the approach end of runway 15.
A witness that was situated midfield on the east side of the runway reported that the airplane sounded normal, like it was making full power. She saw the airplane conduct a touch and go landing, then depart while it remained within the traffic pattern. She could hear the airplane on the downwind leg of the traffic pattern and noted that while it was on final, it was coming in fast. Instead of landing, the airplane banked right and impacted trees.
Examination of the accident site revealed that the initial point of impact (IPOI) was identified by witness marks on a large tree about 75 ft above the base (see figure 2). Below the IPOI, was a 4 ft section of the outboard right wing, aileron, and wing tip that came to rest on the ground near the base of the tree. The outboard section of the right wing showed a concave depression consistent with the shape and diameter of the IPOI. Aileron control cables were entangled with the tree branches. The propeller was separated from the crankshaft and came to rest about 22 ft southwest of the IOPC. The propeller blades exhibited S-bending, leading edge polishing, and embedded wood fibers.
The main wreckage came to rest inverted, about 138 ft south of the IPOI and consisted of the inboard right wing and flap, the entire left wing, empennage, cabin, and engine (see figure 2). The cabin and cockpit section sustained thermal damage, that consumed both inboard wings and extended from the engine compartment to the baggage compartment where the auxiliary fuel cell was located. Flight control continuity was established from the cockpit controls to all primary flight control surfaces.
The wreckage was recovered to a secure location for further examination.
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