Cessna 172M accident near Spring, Texas, March 18, 2005
On March 18, 2005 at about 11:10 pm local time, a Cessna 172M, registered N91505, was substantially damaged in an accident near Spring, Texas (Daviid Wayne Hooks airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate use of carburetor heat, which resulted in carburetor ice and the loss of engine power. A contributing factor was conditions conducive to carburetor icing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 18, 2005 · about 11:10 pm local time
- Place
- Spring, Texas · Daviid Wayne Hooks · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N91505 · no longer on the register · serial 17261498
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 450-hour pilot reported that after a while entering the pattern to land on runway 17R, he noted that the airplane's altitude was high and his airpeed was also high. He reported reducing engine power and extending the flaps to 20 degrees. After turning on final approach to the runway, the pilot extended the flaps an additional 10 degrees and then noticed that the airplane "began sinking at a fast rate." Subsequently, the engine lost power and the pilot initiated a forced landing. During the forced landing, the airplane struck tops of trees, nosed over, and impacted terrain before coming to rest in a nose low attitude. The weather reporting station at the airport reported temperature 71 degrees Fahrenheit and dew point 48 degrees Fahrenheit 17 minutes prior to the accident. According to information on a Carburetor Icing Probability Chart at the operating temperature/dew point, the airplane was found to be operating within the "serious icing at glide power" range. Examination of the engine revealed no mechanical 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: private
- Ratings: single-engine land
- Flight time: 450 hours in all; 230 in this make and model; 18 in the last 90 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 11,100 hours
- Last inspection: annual inspection, December 4, 2004; 18 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: CXO Conroe TX at 10:50 pm
- Destination: DWH Spring TX
- Flight plan: none
- Runway 17R, 7,009 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 13 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 48°F (9°C)
- Altimeter: 29.80 inHg
- Observation at 10:53 pm from DWH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.