Cessna 172M accident near Port Lavaca, Texas, February 6, 1998
On February 6, 1998 at about 4:00 pm local time, a Cessna 172M, registered N5207R, was substantially damaged in an accident near Port Lavaca, Texas. It was an aerial observation flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from the power line. Factors were the gusty winds, the pilots lack of experience in the type of operation, inadequate training and insufficient standards/requirements by the company/operator management, and the power lines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 6, 1998 · about 4:00 pm local time
- Place
- Port Lavaca, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N5207R · registry record · serial 17263424
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane struck power lines during an aerial observation flight. Witnesses observed the airplane flying the power line (aircraft engine at full power), enter a climbing left turn, spin to the left, and descend toward the ground. Winds were from the north at 20 gusting to 30 knots. The pilot was dispatched by the director of operations. This was the pilot's first aerial observation flight for the company. The pilot had not received company training in the type of operation. Following the accident, the director of operations said that the pilot needed 'situational awareness' when flying the power lines, and on the NTSB Form 6120.1/2 the operator recommended 'improving situational awareness and training.' The passenger/observer stated that the 'power line turned, the [air]plane didn't turn, the pilot never saw the line.' The observer reported that the engine was running fine until the airplane struck the wire. Flight control continuity was confirmed. There were no pre-impact discrepancies found with the airframe. The engine examination did not reveal any anomalies that would preclude full power engine operation prior to impact.
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 single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,659 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 12,866 hours
- Last inspection: annual inspection, June 2, 1997; 601 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: VCT Victoria TX at 2:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 360° at 20 knots, gusting 30
- Visibility: 5 statute miles
- Sky: broken clouds at 1,000 ft; not recorded
- Temperature: 39°F (4°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.
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.