Cessna 172F accident near Brookville, Indiana, July 24, 2006
On July 24, 2006 at about 9:20 pm local time, a Cessna 172F, registered N8829U, was substantially damaged in an accident near Brookville, Indiana. It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The in-flight loss of engine power during cruise flight due to restricted fuel flow and the inadequate preflight the pilot performed. An additional cause was the trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 24, 2006 · about 9:20 pm local time
- Place
- Brookville, Indiana · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172F · all 172Fs on the register
- Registration
- N8829U · no longer on the register · serial 17252738
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane sustained substantial damage on impact with trees and terrain following an in-flight loss of engine power. An air traffic controller received a radio transmission from an airplane in reference to a distress call of another airplane making a forced landing near a lake. Logbook entries showed that the pilot's last flight was about one year prior to the accident and the flight was in the accident airplane. An on-scene examination of the wreckage revealed the right fuel tank's vented fuel tank cap contained debris in its vent holes. The fuel vent was found blocked with debris. Liquid was found in the bottom of the carburetor bowl. The engine was test run satisfactorily. The report of the examination of the liquids from the wreckage stated, "Aviation gasoline was examined in addition to solids collected in the fuel. Solids were mixtures ranging from carboxylates to esters of carboxylic acids with rust and cellulose fibers. The fuel was similar to a reference AVGAS sample although compositions depend upon the manufacturer and some variations were noted."
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: 325 hours in all; 0 in the last 90 days; 0 in the last 30 days
- Last flight review: July 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 3,824.2 hours
- Last inspection: annual inspection, August 1, 2005; 1.6 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
The flight
- Departed from: 70IN Milan IN at 8:30 pm
- Destination: 70IN
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 280° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 9:50 pm from BAK, 44 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.