Cessna 172G accident near North Elba, New York, July 8, 2000
On July 8, 2000 at about 10:05 pm local time, a Cessna 172G, registered N4198L, was substantially damaged in an accident near North Elba, New York (Lake Placid Airport). It was a business flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inaccurate fuel consumption calculations and exhaustion of his fuel supply.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 8, 2000 · about 10:05 pm local time
- Place
- North Elba, New York · Lake Placid Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172G · all 172Gs on the register
- Registration
- N4198L · no longer on the register · serial 172-54267
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Four hours and 10 minutes after takeoff, witnesses described the airplane as it maneuvered power-off to the ninth hole of the golf course located 1 mile south of the destination airport. The witnesses described the airplane's abrupt pitch and bank angle changes prior to its collision with the fairway. According to the owner's manual, the airplane's fuel capacity was 39 gallons, of which 36 gallons were usable. Examination of the Cruise and Range Performance Chart in the owner's manual revealed that at a 67 percent power setting, the airplane consumed 7.6 gallons per hour. Fuel consumption calculated for a four-hour flight was 30.4 gallons. The chart does not reflect the extra fuel required for start-up, taxi, run-up, take-off and climb to altitude. Examination of fuel records and conversation with the fixed base operator revealed the airplane was 'topped off' prior to the 4-hour first leg. The airplane was serviced with 20 gallons of fuel prior to the return leg. Examination of the airplane revealed no mechanical anomalies, and less than 1-gallon of fuel was recovered from the fuel system. The flaps were fully retracted. The ninth hole was 455 yards long and oriented east-west on a straight line from tee to green. According to the owner's manual, the procedure for a short field landing was: '...make a power-off approach at approximately 67 MPH with flaps 40 [degrees], and land on the main wheels first. Immediately after touchdown, lower the nose gear to the ground and apply heavy braking as required.'
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, private
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 944 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 5,163 hours
- Last inspection: 100-hour inspection, June 8, 2000; 71 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300 (piston); 0 hours total
The flight
- Departed from: DCA Washington DC at 5:55 pm
- Destination: LKP Lake Placid NY
- Flight plan: VFR
- Runway 32, 4,200 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 7,000 ft
- Temperature: 66°F (19°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 9:51 pm from SLK, 12 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.