Cessna 172M accident near Sparta, Wisconsin, October 7, 2000
On October 7, 2000, a Cessna 172M, registered N13214, was destroyed in an accident near Sparta, Wisconsin (Sparta/Fort Mccoy airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inaccurate fuel consumption calculations, improper fuel management, inadequate in-flight planning/decision, flight to destination alternate not performed, and the discontinued planned approach to the initially selected runway. Contributing factors were the fuel system not understood by the pilot. The tree was additional factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 7, 2000
- Place
- Sparta, Wisconsin · Sparta/Fort Mccoy · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N13214 · no longer on the register · serial 17262579
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted a tree and terrain following a total nonmechanical loss of engine power. The pilot reported that with the fuel tanks half full there would be 20 gallons of fuel. The pilot calculated that there would be 4 gallons of reserve fuel remaining following a 2-hour flight at a fuel burn of 8 gallons per hour. The airplane was equipped with two main fuel tanks which had a total fuel capacity of 42 gallons, of which 38 gallons were unusable. Federal Aviation Administration publication, FAA-P-8740-03 states that a "safe flight time" is based upon multiplying the usable fuel on board by 75% and dividing that result by the previously confirmed consumption rate. Also, fuel gauges must be calibrated to accurately indicate an empty tank and do not have to be accurate at any other fuel level. The publication also states that the performance and fuel information in the pilot operating handbook is based upon the testing of new aircraft with experienced test pilots. During approach to the airport, the pilot changed his planned landing runway so as to land with a more favorable wind; the engine quit on the base leg of the newly selected runway. The wind at the time of the accident was 360 degrees at 7 knots. Advisory Circular 61-21A, states, "When a forced landing is imminent, wind direction and speed should always be considered, but the main object is to complete a safe landing in the largest and best field available. No evidence of fuel was found aboard the airplane.
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: 180 hours in all; 60 in this make and model; 180 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: 06C Schaumburg IL at 10:25 pm
- Destination: BCK Black River Fal WI
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 320° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 8,500 ft; scat at 5,500 ft
- Temperature: 102°F (39°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 11:53 pm from LSE, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.