Cessna 172K accident near Patuxent River, Maryland, August 1, 2002
On August 1, 2002 at about 6:20 pm local time, a Cessna 172K, registered N1177M, was substantially damaged in an accident near Patuxent River, Maryland (Patuxent River Nas airport). It was a personal 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 inadequate fuel calculations, which resulted in fuel exhaustion and a subsequent loss of engine power.
Source: NTSB aviation accident database, copy made October 12, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 1, 2002 · about 6:20 pm local time · cases in 2002
- Place
- Patuxent River, Maryland · Patuxent River Nas · cases near this airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172K · all 172Ks on the register
- Registration
- N1177M · no longer on the register · serial 17258677
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to his departure, the pilot performed a preflight inspection and determined the fuel onboard the airplane by observing the fuel gauges in the cockpit. The gauges indicated the fuel tanks were about 1/4 - 1/2 full, or 8 gallons of fuel per tank. The pilot stated he did not visually check the fuel tanks because he did not have a way to measure the fuel. The pilot added 20 additional gallons of fuel, for a total of 36 gallons of fuel onboard, which he estimated to be 4 1/2 hours flight time. After fueling the airplane, the fuel gauges read about 3/4 full on each tank. The pilot flew direct to his destination; however, he did not perform any fuel burn calculations en route. Approximately 3 miles from the airport, the airplane's engine lost power. The pilot checked the fuel gauges, which indicated 1/8 full on the left side and 1/4 full on the right side. He unsuccessfully attempted to restart the engine, and performed a forced landing approximately 1/2 mile short of the runway. Examination of the airplane revealed that the left wing tank was completely empty and 1/8 inch of fuel remained in the right wing tank. The airplane's fuel system was examined and no pre-impact anomalies were noted. A test run of the engine was performed on the airframe, and it started without hesitation and ran continuously through a variety of power settings. An accurate test of the fuel level transmitters and fuel gauges was unable to be performed during the initial examination, because they were removed and retained by the operator. The pilot had accumulated 124 hours of fixed-wing flight experience, 9 of which were in make and model, and 691 hours in rotorcraft.
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: single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 815 hours in all; 9 in this make and model; 46 in the last 90 days; 21 in the last 30 days; 310 as pilot in command
- Last flight review: June 21, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,430 hours
- Last inspection: 100-hour inspection, July 18, 2002; 13 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
- Operator: Patuxent River Naval Flying Club
The flight
- Departed from: MYR Myrtle Beach SC at 3:45 pm
- Destination: NHK Patuxent River MD
- Flight plan: VFR
- Runway 06, 11,809 ft by 200 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 9 knots
- Visibility: 7 statute miles
- Sky: a few clouds at 3,000 ft
- Temperature: 93°F (34°C), dew point 66°F (19°C)
- Altimeter: 29.90 inHg
- Observation at 5:55 pm from NHK
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 N1177M the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N1177M: not on the register today · the record of its deregistration
- Cessna 172 Skyhawk 20,680 registered today · the model family and its accident history
- Cessna 72,684 aircraft on the register
- Engine: Lycoming O-320 27,311 aircraft carry this series today · as the NTSB recorded it
- Patuxent River Naval Air Station (Trapnell Field) · nearest airport
- Myrtle Beach International · departed from
- Accidents and incidents in Maryland 836 since 1982 · 110 in the last ten years
- Maryland 2,348 aircraft registered
- Other NTSB records under N1177M 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/IAD02LA080.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.