Cessna 195A accident near Iuka, Mississippi, July 26, 2015
On July 26, 2015 at about 8:20 pm local time, a 1951 Cessna 195A, registered N195AP, was substantially damaged in an accident during initial climb near Iuka, Mississippi (Iuka 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
A total loss of engine power for reasons that could not be determined because a postaccident examination of the engine and fuel system found no mechanical 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
- July 26, 2015 · about 8:20 pm local time
- Place
- Iuka, Mississippi · Iuka · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 195A, built 1951 · all 195As on the register
- Registration
- N195AP · registry record · serial 7684
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot reported that he had just departed on a long cross-country flight. He said that the takeoff was normal until the airplane reached an altitude of between about 600 and 800 ft above the ground, at which point he looked at the engine monitor and saw an exhaust gas temperature "drop." The engine then started to run roughly, and the pilot immediately turned the airplane back to the airport. Shortly after, the engine suddenly stopped, and the pilot subsequently made a forced landing to a narrow road adjacent to the airport. During postaccident examinations, no mechanical anomalies were observed with the engine and fuel system that would have precluded normal operation. Although a small amount of water was found in the airframe fuel filter, no evidence of water was found in the fuel lines. The reason for the total loss of engine power could not be determined.
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 initial climb defining event
- Off-field or emergency landing during emergency descent
- Hard landing during landing (flare/touchdown)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 12,000 hours in all; 1,500 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 11,800 as pilot in command; 0 on instruments
- Last flight review: June 15, 2015
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 3,350 lb
- Seats: 5
- Landing gear: fixed
- Engine: Jacobs R755A SERIES (piston); 0 hours total
The flight
- Departed from: 15M Iuka MS at 8:00 pm
- Destination: DAL Dallas TX
- Flight plan: none
- Runway 18, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 72°F (22°C)
- Altimeter: 29.96 inHg
- Observation at 8:15 pm from CRX, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.