Cessna 172M accident near Portage, Wisconsin, August 27, 1997
On August 27, 1997 at about 4:30 pm local time, a Cessna 172M, registered N9026H, was substantially damaged in an accident near Portage, Wisconsin (Portage Municipal airport). It was a business flight under general aviation rules (Part 91). 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate preflight preparation, and subsequent fuel exhaustion. Factors relating to this accident were: the guard rail, the highway, and the ditch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 1997 · about 4:30 pm local time
- Place
- Portage, Wisconsin · Portage Municipal · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N9026H · no longer on the register · serial 17265907
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said that his takeoff roll was normal. When he was approximately 70 feet above ground level (agl), the 'engine quit - no pops, sputters, just quit.' The pilot attempted to troubleshoot the problem and began to put the flaps down. The airplane contacted the runway with approximately 100 feet remaining. The airplane rolled off the end of the runway, went through the grass, and struck a guard rail approximately 100 feet off of the end of the runway. The airplane went over the guard rail, skidded across a highway and came to rest in a ditch. Examination of the airplane's fuel system revealed a broken fuel line, aft of the fuel selector, in an area where the fuselage was crushed inward. One-half gallon of fuel was recovered from each of the airplane's two wing fuel tanks. No evidence of a preexisting fuel leak was found on the airplane. Examination of the accident site showed no evidence of fuel spillage. Examination of the engine and other airplane systems revealed no anomalies.
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: commercial pilot
- Ratings: single-engine land
- Flight time: 484 hours in all; 382 in this make and model; 79 in the last 90 days; 35 in the last 30 days; 425 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,757 hours
- Last inspection: annual inspection, April 25, 1997; 84 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: C47 at 4:30 pm
- Flight plan: none
- Runway 22, 3,009 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,200 ft; not recorded
- Temperature: 66°F (19°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 4:57 pm from DLL, 12 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.
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.