Cessna 172N accident near Georgetown, Texas, May 28, 2001
On May 28, 2001 at about 10:25 pm local time, a Cessna 172N, registered N5447J, was substantially damaged in an accident near Georgetown, Texas (Georgetown Municipal airport). It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to refuel the aircraft resulting in fuel exhaustion during cruise flight. A contributing factor was the gusty wind encountered during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 28, 2001 · about 10:25 pm local time
- Place
- Georgetown, Texas · Georgetown Municipal · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N5447J · no longer on the register · serial 1727399
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the day VFR cross-country flight, the single-engine airplane landed short of the runway following a total loss of engine power. The pilot reported that he had previously flown the reverse course without stopping for fuel en route. Further, the pilot stated that he knew the inaccuracy of the fuel gauges which read empty when 1/2 full. The airplane was refueled at the departure airport; however, there were no en route refueling stops on the day of the accident. The airplane was approximately 14 nautical miles from the destination airport when the pilot informed the controller that the airplane was "out of fuel." The pilot received radar vectors to the nearest airport. During the final approach, the airplane cleared high lines; however, the airplane "seemed to hit a downdraft over a grove of trees," and the nose landing gear struck the trees. Subsequently, the airplane impacted the ground. The wind was reported from 150 degrees at 16 knots with gust to 20 knots.
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: private
- Ratings: single-engine land
- Flight time: 138 hours in all; 54 in this make and model; 57 in the last 90 days; 16 in the last 30 days; 80 as pilot in command
- Last flight review: May 16, 2001
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,911 hours
- Last inspection: 100-hour inspection, April 25, 2001; 48 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
The flight
- Departed from: HUT Hutchinson KS at 5:50 pm
- Destination: AUS Austin TX
- Flight plan: none
- Runway 29, 4,100 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 16 knots, gusting 20
- Visibility: 10 statute miles
- Sky: scat at 5,000 ft
- Temperature: 90°F (32°C), dew point 70°F (21°C)
- Altimeter: 29.76 inHg
- Observation at 10:41 pm from AUS, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.
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.