Cessna 172E accident near Millington, Tennessee, May 20, 1999
On May 20, 1999 at about 8:30 pm local time, a Cessna 172E, registered N5363T, was substantially damaged in an accident near Millington, Tennessee (Millington Muni Airport). It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of engine power due to undetermined reasons. Factors were weather conditions favorable to carburetor ice and the terrain condition at the forced landing site.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 20, 1999 · about 8:30 pm local time
- Place
- Millington, Tennessee · Millington Muni Airport · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172E · all 172Es on the register
- Registration
- N5363T · no longer on the register · serial 17251263
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, he departed Millington Airport on runway 4 from intersection 'C'. Shortly after takeoff, at an altitude of approximately 400 feet above the ground, the engine experienced a slight decrease in power of not more than 50 RPM. He checked the mixture, fuel, ignition, and carburetor heat controls and found them to be set correctly. At that point, he elected to return to runway 22. During the turn to runway 22, the engine lost power. The pilot established a glide to runway 22, but was unable to make the runway. The airplane subsequently landed 300 feet short of runway 22 in a field and rolled into a ditch, substantially damaging the airplane. According to the FAA, the pilot topped the airplane off with fuel prior to the flight. A fuel sample was taken and no evidence of contamination was found. Examination of the engine revealed no mechanical deficiencies. According to carburetor probability charts, the weather conditions were favorable for formation of carburetor ice.
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: private
- Ratings: single-engine land
- Flight time: 243 hours in all; 136 in this make and model; 13 in the last 90 days; 11 in the last 30 days; 152 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,871 hours
- Last inspection: annual inspection, June 9, 1998; 180 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300D (piston); 0 hours total
The flight
- Departed from: NQA at 8:25 pm
- Destination: SIK Sikeston MO
- Flight plan: none
- Runway 22, 8,000 ft by 200 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 52°F (11°C)
- Altimeter: 29.00 inHg
- Observation at 8:53 pm from MKL, 50 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.
Other NTSB records under N5363T the same tail number, which may have belonged to a different aircraft at the time
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.