Cessna 172N accident near Glen Rose, Texas, May 22, 2002
On May 22, 2002 at about 5:05 am local time, a Cessna 172N, registered N734KG, was substantially damaged in an accident near Glen Rose, Texas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to set the ignition key to the both magnetos position, which resulted in a loss of engine power. Contributing factors were the failure of the left magneto, the lack of suitable terrain for the forced landing, and the dark night.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 22, 2002 · about 5:05 am local time
- Place
- Glen Rose, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N734KG · no longer on the register · serial 17268909
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the dark night cross-country flight, while at a cruise altitude of 2.000 feet msl, the pilot initiated a climb to 3,000 feet. A few minutes later, the engine's rpm dropped 200-300 rpm. The 67-hour pilot increased throttle to check for an rpm response. Subsequently, the engine lost power, and a forced landing was initiated. While approaching to land, the pilot noticed trees in front of the airplanes flight path and started looking for another place to land, but couldn't see anything because it was too dark. Subsequently, the aircraft impacted tress coming to rest upright. An examination of the engine under the supervision of an FAA inspector, revealed the left magneto's internal gears did not rotate with the engine. Removal of the left magneto revealed only one of two rubber drive isolators inside the ignition harness cap. Internal inspection revealed the contact points on the left hand side of the magneto did not open on rotation. Further examination of the airplane, displayed the ignition key turned to the left magneto only. The pilot reported to the NTSB investigator-in-charge, that he did not touch any switch while exiting the aircraft.
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: 67 hours in all; 49 in this make and model; 21 in the last 90 days; 11 in the last 30 days; 38 as pilot in command
- Last flight review: March 12, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 14,278 hours
- Last inspection: 100-hour inspection, May 14, 2002; 48 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
- Operator: Split S Aviation
The flight
- Departed from: T67 Fort Worth TX at 4:30 am
- Destination: SAT San Antonio TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
Other NTSB records under N734KG 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.