Cessna 172H accident near Conroe, Texas, October 16, 1998
On October 16, 1998 at about 11:45 am local time, a Cessna 172H, registered N2513L, was substantially damaged in an accident near Conroe, Texas (Lake Bonanza Airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance with trees. Factors were the fogged front windshield and side windows.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 16, 1998 · about 11:45 am local time
- Place
- Conroe, Texas · Lake Bonanza Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 172H · all 172Hs on the register
- Registration
- N2513L · registry record · serial 17255713
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The left wing of the airplane contacted a tree branch during the initial climb from runway 17, and subsequently, the airplane impacted the ground. The pilot stated that he positioned the airplane for take off at the approach end of runway 17 and had to clear the inside and outside of the windows after they fogged. The pilot stated that he initiated the take off roll and the airplane lifted off the ground approximately 1,000 feet down the runway. During the takeoff roll the windshield and side windows became obscured by condensation (fog), blocking his view of outside references. The pilot maintained control of the airplane by referencing the flight instruments. The airplane was approximately 60 feet above ground level when the passenger 'excitedly' stated 'trees left, trees left.' The pilot misinterpreted the passengers statement as 'veer left, veer left,' and the pilot began to bank the airplane to the left. The airplanes left wing contacted a tree branch which resulted in the airplane 'spinning to the left and pointing [it] straight down.' The airplane came to rest on its nose in a near vertical attitude, in a wooded area.
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: 1,348 hours in all; 1,000 in this make and model; 10 in the last 90 days; 3 in the last 30 days; 1,325 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
The flight
- Departed from: 33TA at 11:45 am
- Destination: SAN San Angelo TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: dawn
- Wind: from 140° at 4 knots
- Visibility: 2 statute miles
- Sky: overcast at 100 ft; not recorded
- Temperature: 72°F (22°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 12:53 pm from CXO, 10 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.
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.