Cessna 172G accident near Van, Texas, November 17, 1997
On November 17, 1997 at about 4:30 pm local time, a Cessna 172G, registered N202EX, was substantially damaged in an accident near Van, Texas (Private Strip airport). It was a flight of an unrecorded kind 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
fuel starvation, resulting from restricted carburetor float travel, due to improper maintenance installation. The encounter with a power line was related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 17, 1997 · about 4:30 pm local time
- Place
- Van, Texas · Private Strip · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172G · all 172Gs on the register
- Registration
- N202EX · no longer on the register · serial 17253456
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted terrain during a forced landing following a total loss of engine power. The pilot reported that this was the first 'test' flight, following repair and re-assembly of the airplane, since its previous accident, which occurred on 5/9/96. The pilot stated that he took off from runway 04, and during the initial climb-out phase at about 150 feet AGL, a complete loss of engine power occurred. The pilot reported that he 'pumped' the throttle, and there was a 'momentary burst' of power. The pilot stated that he continued to pump the throttle, but this did not yield further results. The pilot then executed a forced landing. The pilot banked the airplane to the left, and it contacted power lines. The airplane then impacted the ground, turned 180 degrees, and came to rest upright, adjacent to a line of trees. Examination of the carburetor revealed that the float valve retractor clip was improperly installed, which restricted float travel. The float drop was improperly set at 1.5 inches. The proper setting was between 1.72 to 1.78 inches. The restricted float travel resulted in fuel starvation to the engine and subsequent loss of engine power.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 3,600 hours in all; 700 in this make and model; 42 in the last 90 days; 15 in the last 30 days; 3,500 as pilot in command; 1,833 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,000 hours
- Last inspection: annual inspection, November 14, 1997; 1 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
The flight
- Flight plan: none
- Runway 4, 2,000 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 8 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 7,000 ft; ovct
- Temperature: 50°F (10°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 6:47 pm from TYR, 25 miles away
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 N202EX 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.