Cessna 172E accident near Topeka, Kansas, November 25, 1997
On November 25, 1997 at about 7:03 am local time, a Cessna 172E, registered N5332T, was substantially damaged in an accident near Topeka, Kansas. It was a personal flight under general aviation rules (Part 91). 1 person was killed and 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper use of carburetor heat. Contributing factors were carburetor icing conditions, dark night conditions, and the transmission wire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 25, 1997 · about 7:03 am local time
- Place
- Topeka, Kansas · map
- Type
- Accident
- Injuries
- 1 person was killed and 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172E · all 172Es on the register
- Registration
- N5332T · no longer on the register · serial 17251232
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a cross-country flight, the Cessna 172's Continental O-300D engine began to run rough. The pilot applied carburetor heat which improved engine performance. After a second recurrence, he then made a precautionary landing to check the airplane and found nothing unusual. He decided to continue the flight using partial carburetor heat. He resumed the flight and, according to the surviving passenger, said he would continue with the 'carburetor heat on one-quarter way.' Shortly thereafter, the engine again began to run rough. The pilot was unable to correct for the condition and eventually the engine suffered a loss of all power. A forced landing was initiated under dark night conditions. During the final phase of the descent, the airplane impacted a transmission line and then terrain. Subsequent examination of the airplane, and a successful test run of the engine failed to reveal any mechanical anomalies other than those associated with the impact with the wire and the terrain. FAA Advisory Circular AC 20-113 dated October 22, 1981, states in part under the title 'In-flight Winter Weather Conditions,' and the sub title, 'Prevention Procedures'... 'When no carburetor air or mixture temperature instrumentation is available, the general practice with smaller engines should be to use full heat whenever carburetor heat is applied.'
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: 225 hours in all; 225 in this make and model; 12 in the last 90 days; 3 in the last 30 days; 157 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,388 hours
- Last inspection: annual inspection, April 20, 1997; 47 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: LWC Lawrence KS at 6:45 am
- Destination: SLN Salina KS
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 7:03 am from TOP, 2 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.