Cessna 172N accident near Olney, Texas, April 14, 2005
On April 14, 2005 at about 5:30 pm local time, a Cessna 172N, registered N733UV, was substantially damaged in an accident near Olney, Texas. It was an aerial observation flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to carburetor ice. Contributing factors were the weather conditions conducive for carburetor icing and the lack of suitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 14, 2005 · about 5:30 pm local time
- Place
- Olney, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N733UV · no longer on the register · serial 17268567
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 833.9-hour pilot reported that while flying a pipeline patrol mission, he noticed that the engine was starting to lose power. As the airspeed decayed, he applied carburetor heat and noticed the engine was not running rough. The pilot pushed the carburetor heat back in, and noted that the engine was still losing power. At an altitude of approximately 200 feet above ground level, the pilot initiated a forced landing to a nearby field. During the landing roll, the nose gear dug into terrain and the airplane nosed over. No mechanical anomalies were noted with the engine or airframe. Approximately 24 minutes prior to the time of the accident, the weather observation at an airport located 16 miles from the accident site reported temperature 68 degrees Fahrenheit and dew point 45 degrees Fahrenheit. According to information on a Carburetor Icing Probability Chart at the operating temperature/dew point, the airplane was within the "moderate icing - cruise power or serious icing - glide power" range.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 833 hours in all; 145 in this make and model; 124 in the last 90 days; 58 in the last 30 days; 693 as pilot in command
- Last flight review: October 17, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 15,293.3 hours
- Last inspection: annual inspection, January 2, 2005; 62.3 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: F14 Iowa Park TX at 4:40 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 060° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 45°F (7°C)
- Altimeter: 30.18 inHg
- Observation at 5:06 pm from RPH, 19 miles away
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.