Cessna 152 accident near Gorman, Texas, June 29, 1997
On June 29, 1997 at about 8:45 pm local time, a Cessna 152, registered N6099L, was substantially damaged in an accident near Gorman, Texas. It was an instructional 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 student pilot's improper inflight planning/decision, and selection of unsuitable terrain for a precautionary landing. Factors relating to the accident were: a fluctuation in the electrical system, due to an undetermined reason, the student pilot's lack of confidence in her personal ability, and soft terrain in the precautionary landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 29, 1997 · about 8:45 pm local time
- Place
- Gorman, Texas · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N6099L · no longer on the register · serial 15284356
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot elected to make a precautionary landing due to low fuel concerns (not knowing how much fuel remained). She reported the gauges indicated EMPTY. The engine continued to run. The airplane had flown 69 minutes since refueling. En route, the COM/NAV equipment did not operate for the pilot. The amps looked 'OK.' The pilot saw a private airport with power lines and trees; however, she 'did not feel comfortable landing there, due to the powerlines and trees.' She decided to land the airplane in a field. During the landing roll, the airplane nosed over coming to rest inverted in soft sand. There were no known maintenance discrepancies prior to the flight. The student pilot had 154.8 hrs in the airplane(34.2 hrs solo, 74.6 hrs. local dual, 12.5 hrs solo x-country, and 33.5 hrs dual x-country with dual instruction to all points of this x-country route). The flight instructor reported working with the student 'on decision making for a long time.' The electrically operated flaps were found in the fully extended position and the airplane contained 12 gallons of fuel. Following a recharge of the battery, the fuel tanks were filled, the fuel gauges read 'FULL,' and the COM/NAV equipment operated. A mechanic performed tests of the fuel indication and transmitting system and reported that the test indicated 'no malfunctions of either system.'
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: student
- Ratings: single-engine land
- Flight time: 155 hours in all; 155 in this make and model; 22 in the last 90 days; 7 in the last 30 days; 34 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection, March 18, 1997
- Maximum gross weight: 1,675 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2C (piston); 0 hours total
The flight
- Departed from: BKD Breckenridge TX at 8:32 pm
- Destination: BWD Brownwood TX
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: scat at 4,000 ft
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
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.