Cessna 172R accident near Springtown, Texas, August 21, 2005
On August 21, 2005 at about 2:30 pm local time, a Cessna 172R, registered N93AF, was substantially damaged in an accident near Springtown, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper decision to shut down the engine. Contributing factors were the failure of the oil pressure switch and the lack of a suitable landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 21, 2005 · about 2:30 pm local time
- Place
- Springtown, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172R · all 172Rs on the register
- Registration
- N93AF · no longer on the register · serial 17280073
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight at an altitude of 6,500 feet, the 404-hour private pilot noticed a "mist" forming on the windscreen. He decided to return to the airport from which he had departed and began a descent. During the descent the oil pressure light illuminated and the pilot observed that the "oil temperature was very high." The pilot then elected to shut down the engine. Realizing that he could not reach the airport, he proceeded to search for a suitable landing field. After attempting to declare an emergency, he selected a landing field and turned towards it. Observing power lines in his path, the pilot restarted the engine in an attempt to avoid contacting them. The airplane's "engine responded with very little effect," but the pilot was able to clear the power lines and landed in a field. During landing, the nose landing gear collapsed and the airplane nosed over, coming to rest in an inverted position. An examination of the engine revealed that the engine oil pressure switch, (P/N 83278), had failed internally which allowed engine oil to vent overboard. No other pre-impact anomalies were noted with the engine. At the time of recovery the engine oil sump contained approximately six quarts of engine oil. The Cessna 172R Skyhawk Information Manual dated December 2, 1996, page 3-20 stated: "If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot."
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 404 hours in all; 134 in this make and model; 62 in the last 90 days; 26 in the last 30 days; 335 as pilot in command
- Last flight review: June 1, 2005
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,521 hours
- Last inspection: 100-hour inspection, August 1, 2005; 61 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: FTW Fort Worth TX at 2:00 pm
- Destination: LLN Levelland TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 010° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
- Altimeter: 30.10 inHg
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.