Cessna 172S accident near Clearwater, Florida, June 19, 2013
On June 19, 2013 at about 2:00 pm local time, a Cessna 172S, registered N426SJ, was substantially damaged in an accident during approach (VFR pattern final) near Clearwater, Florida (St Petersburg-Clearwater Intl airport). It was an instructional 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
A total loss of engine power for reasons that could not be determined because neither postaccident visual examinations nor test runs of the engine revealed any anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 2013 · about 2:00 pm local time
- Place
- Clearwater, Florida · St Petersburg-Clearwater Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172S · all 172Ss on the register
- Registration
- N426SJ · registry record · serial 172S8426
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was practicing touch-and-go takeoff and landings. While on the final leg of the traffic pattern for a second landing, the pilot realized that the airspeed was slow and added engine power. The engine did not respond, and, it subsequently experienced a total loss of power. After attempting to restart the engine, the pilot configured the airplane for its best glide speed and chose to land in the grass short of the runway. The airplane touched down in the grass and traveled over the airport perimeter road before coming to rest. Fuel samples obtained from the airplane immediately following the accident revealed no evidence of contamination. Neither postaccident visual examinations nor test runs of the engine revealed any anomalies that would have precluded normal operation.
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
What happened, in order
- Loss of engine power (total) during approach (VFR pattern final) defining event
- Off-field or emergency landing during landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 183 hours in all; 183 in this make and model; 89 in the last 90 days; 57 in the last 30 days; 105 as pilot in command
- Last flight review: May 21, 2013
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,450 hours
- Last inspection: 100-hour inspection, March 20, 2013
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO360 SER A&C (piston); 0 hours total
- Operator: Cams Flight INC
The flight
- Departed from: PIE Clearwater FL at 1:30 pm
- Destination: PIE Clearwater FL
- Flight plan: none
- Runway 22, 5,903 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: a few clouds at 2,400 ft
- Temperature: 86°F (30°C), dew point 73°F (23°C)
- Altimeter: 30.03 inHg
- Observation at 1:53 pm from KPIE, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N426SJ the same tail number, which may have belonged to a different aircraft at the time
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.