Cessna 172M accident near Lancaster, Texas, May 8, 1999
On May 8, 1999 at about 2:15 pm local time, a Cessna 172M, registered N101PD, was substantially damaged in an accident near Lancaster, Texas (Lancaster Airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight inspection which resulted in fuel exhaustion and the subsequent total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 8, 1999 · about 2:15 pm local time
- Place
- Lancaster, Texas · Lancaster Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N101PD · no longer on the register · serial 17261107
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot executed a forced landing after the engine lost power during takeoff climb. The airplane landed hard and nosed over. The pilot and both passengers stated that the pilot 'checked the gas' prior to the flight. During takeoff climb, the engine began to 'spit and sputter' and then 'stopped.' A witness stated that 'the airplane accelerated downward (no forward airspeed or groundspeed) [and] struck [the] ground in [a] level attitude and bounced inverted.' The FAA inspector, who was at the airport at the time of the accident, stated that he could neither smell nor see any evidence of fuel at the accident site. The inspector visually examined the fuel tanks and found them to be dry. The most recent fuel purchase was made on March 23, 1999, when the pilot topped off the tanks with 18 gallons of fuel. According to the pilot's logbook, the engine had operated for about 75 minutes since this last refueling. The NTSB IIC and the FAA inspector test ran the engine for 14 minutes at various power settings. No anomalies were noted during the engine test run.
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: 4 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 11,350 hours
- Last inspection: annual inspection, January 9, 1999; 3 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 0 hours total
The flight
- Departed from: LNC at 2:12 pm
- Destination: TRL Terrell TX
- Flight plan: none
- Runway 13, 4,999 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 9 knots, gusting 17
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 1:53 pm from RBD, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.