Griffin, GA, USA
N4556C
Cessna 170B
The pilot applied aft pressure on the control yoke upon reaching 55 mph on the takeoff roll and the airplane became airborne. The airplane immediately veered to the left and the pilot applied right rudder and aileron. The pilot stated that he encountered a strong wind gust from the right. Another wind gust hit the airplane, and the pilot lost directional control of the airplane. The airplane cart wheeled to the left and came to rest inverted. A weather study completed by the NTSB revealed a low pressure system approaching the Alabama-Georgia border with a stationary front extending eastward across Georgia, in the vicinity of the accident site. Scattered thunderstorms and rain showers were developing along the front. The satellite image indicated a developing cumulonimbus clouds over the accident site, indicating thunderstorms were in the immediate vicinity of the airport at the time of the accident. The weather radar radial velocity image supports a wind shift in the immediate vicinity of the accident site with wind values less than 20 knots between the boundary. No defined microburst signature were noted in the vicinity of the accident site, but a wind analysis supported a gust front or outflow boundary.
On July 24, 2006, at 1459 eastern daylight time, a Cessna 170B, N4556C, registered to a private owner, operating as a 14 CFR Part 91 personal flight, collided with the ground after rotation on initial takeoff climb. Visual meteorological conditions prevailed and no flight plan was filed. The airplane received substantial damage. The private pilot reported no injuries. The flight was originating from the Griffin-Spalding County Airport on July 24, 2006, at 1459. The pilot stated he taxied to runway 32 and completed an engine run up with no anomalies noted. The pilot taxied the airplane into position and upon reaching 55 mph he applied aft pressure on the control yoke and the airplane became airborne. The airplane immediately veered to the left and the pilot applied right rudder and aileron. The pilot stated he encountered a strong wind gust from the right. Another wind gust hit the airplane, and the pilot lost directional control of the airplane. The airplane cart wheeled to the left and came to rest inverted. The Peachtree City Falcon Field, Atlanta, Georgia, located 16 miles northwest of the accident site 1518 surface weather observation was winds 320-degrees at 9 knots, visibility 6 miles with thunderstorm and haze, scattered clouds at 3,600 feet, scattered clouds at 4,800 feet, temperature 84-degrees Fahrenheit, temperature dew point 70-degrees Fahrenheit, altimeter 30.01. Remarks lightening distant in all quadrants. Thunderstorm begin 5 minutes after the hour. Rain ended at 1456. No observations were available for Griffin-Spalding Airport. A weather study by the NTSB revealed between 1540 and 1553 a wind shift was noted from the southwest to the northwest, with light rain showers occurring at 1553 with lightning in all quadrants. A thunderstorm began at 1517 and ended at 1534, with rain beginning at 1546.Thunderstorms continued to be reported in the vicinity of the airport with wind gusts to 24 knots. The 1500 surface analysis synoptic condition indicated a low pressure system approaching the Alabama-Georgia border with a stationary front extending eastward across Georgia, in the vicinity of the accident site. Scattered thunderstorms and rain showers were developing along the front. The GOES-12 satellite image surrounding the period was reviewed. The 1455Z visible image indicated developing cumulonimbus clouds over the accident site, indicating thunderstorms were in the immediate vicinity of the airport at the time of the accident. The Peachtree Weather radar radial velocity image supports a wind shift in the immediate vicinity of the accident site with wind values less than 20 knots between the boundary. No defined microburst signature was noted in the vicinity of the accident site, but wind analysis did support a gust front or outflow boundary.
An in-flight encounter with weather on initial take off climb resulting in a loss of directional control and collision with the ground.
Source: NTSB Aviation Accident Database
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