Cessna 172 accident near Midland, Texas, April 28, 2005
On April 28, 2005 at about 1:55 pm local time, a Cessna 172, registered N8314L, was substantially damaged in an accident near Midland, Texas. It was an aerial observation flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airspeed which resulted in an inadvertent stall. A contributing factor was the low altitude.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 28, 2005 · about 1:55 pm local time · cases in 2005
- Place
- Midland, Texas · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 · all 172s on the register
- Registration
- N8314L · registry record · serial 17256514
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A 10,000-hour Airline Transport Pilot (ATP) departed approximately 0715, to train a new company pilot in locating and reporting oil spills/leaks in oil fields. The company procedure was to conduct the flight below 500 feet (AGL), and once an oil leak was detected, orbit the site with 10 degrees of flaps while making his report. At 1307, another pilot performing pipeline patrol, spotted the wreckage and reported its location. Radar data obtained from Approach Control showed the accident airplane maneuvering "tracking back-n-forth", below 500 feet (agl), in the general area of the accident. The last radar hit, at 0843, had the airplane approximately two miles west of the accident site at an altitude of approximately 300 feet (agl). All components of the airplane were accounted for at the accident site. The initial impact mark was a ground scar, which exhibited fragments of red navigational lens, consistent with the left wingtip, was identified approximately eight feet south of the left wing. The main wreckage, with the engine still attached to the fuselage, was over a small crater. The impact marks were consistent with a left wing low and nose down attitude. The elevator trim tab was found 15 degrees tab-up, and the wing flaps were found extended to the 10 degree setting. Both wing tanks and or fuel lines had been breached by the impact. The right wing fuel tank had approximately 3.5 inches of fuel, and the left wing had approximately 2 inches of fuel in the tank. The main fuel tank selector valve was in the both position. A borescope inspection of the engine revealed no mechanical deformation on the valves, cylinder walls, or internal cylinder head. The left magneto produced spark at all posts at the magneto cap; the right magneto was destroyed by impact. Control continuity to all flight controls up to the rescue cuts, was established.
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: airline transport pilot, flight instructor
- Ratings: instructor: airplane single-engine; instrument: airplane
- Flight time: 10,000 hours in all
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: fatal
Other crew
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 15,088 hours
- Last inspection: annual inspection, July 1, 2004; 961 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: 7T7 Midland TX at 12:15 pm
- Destination: 7T7 Midland TX
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 28°F (-2°C)
- Altimeter: 29.94 inHg
- Observation at 1:53 pm from KMAF, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
Other NTSB records under N8314L the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N8314L on the register today · the tail number may have moved to another aircraft since
- Cessna 172 Skyhawk 20,692 registered today · the model family and its accident history
- Cessna 72,677 aircraft on the register
- Engine: Lycoming O-320-E2D 260 aircraft carry this series today · as the NTSB recorded it
- Skywest INC Airport · departed from
- Accidents and incidents in Texas 6,244 since 1982 · 1,061 in the last ten years
- Texas 29,985 aircraft registered
- Other NTSB records under N8314L 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/DFW05FA111.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.