Cessna 195 accident near Kaufman, Texas, May 28, 2000
On May 28, 2000 at about 2:30 pm local time, a Cessna 195, registered N9876A, was substantially damaged in an accident near Kaufman, Texas (Hall Airport). It was a personal 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 failure of the left magneto, which resulted in a partial loss of engine power. Factors were the fouled number 3, 4, and 5 rear spark plugs and the lack of suitable terrain for the precautionary landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 28, 2000 · about 2:30 pm local time
- Place
- Kaufman, Texas · Hall Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 195 · all 195s on the register
- Registration
- N9876A · no longer on the register · serial 7578
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, 20 minutes after departure, while in cruise flight, the airplane's engine began to 'run rough' and vibrate. He reduced power in attempts to dampen the vibration and initiated a precautionary landing to a nearby airport. As the airplane touched down the pilot noticed a dirt embankment, which was approximately 2 feet high, running along the runway centerline. Subsequently, the airplane contacted the embankment, exited the runway surface, struck a fence and trees, and came to a stop upright. A test run of the engine revealed that the engine would not run with the ignition switch in the LEFT position, and would run rough in the BOTH position. Examination of the left magneto revealed that the resistance was less than 16,000 ohms, failing to meet the manufacturer's specifications. Additionally, the number 3, 4, and 5 rear spark plugs exhibited oil and lead deposits.
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: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 34,000 hours in all; 340 in this make and model; 60 in the last 90 days; 35 in the last 30 days; 34,000 as pilot in command; 7,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,000 hours
- Last inspection: annual inspection, May 26, 2000; 1 hours since
- Maximum gross weight: 3,000 lb
- Seats: 6
- Landing gear: fixed
- Engine: Jacobs R-755 (piston); 0 hours total
The flight
- Departed from: TX05 Mckinney TX at 2:00 pm
- Destination: GLS
- Flight plan: none
- Runway 17, 2,585 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 10 knots, gusting 17
- Visibility: 5 statute miles
- Sky: scat at 2,400 ft
- Temperature: 79°F (26°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 2:47 pm from RBD, 30 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.