Cessna 172 accident near Rutland, Vermont, February 26, 1998
On February 26, 1998 at about 3:10 pm local time, a Cessna 172, registered N5593E, was substantially damaged in an accident near Rutland, Vermont (Rutland State airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper in-flight planning/decision, which resulted in fuel exhaustion, loss of engine power, and a forced landing. Related factors were: unfavorable (headwind) conditions, and brush/small trees in the forced landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 26, 1998 · about 3:10 pm local time
- Place
- Rutland, Vermont · Rutland State
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 · all 172s on the register
- Registration
- N5593E · no longer on the register · serial 17271895
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot planned a 250 nautical mile trip at a cruise speed of 100 knots in a no wind condition. He planned for a 5 hour fuel endurance with a 45 minute reserve. The pilot filed a VFR flight plan, but did not adjust the estimated time en route for a 44 knot headwind. He checked the fuel quantity 'once or twice' during the flight and did not check the fuel quantity, when he called to extend his flight plan due to headwinds. In cruise flight at 3,000 feet, 3 to 5 miles from the destination airport, the engine sputtered. The pilot completed the engine restart procedure, but the engine only 'windmilled,' and then stopped completely. The pilot stated: 'I ran out of fuel and had to set down in a field.' The pilot performed a forced landing to a field. During approach, the airplane 'clipped' light brush and the tops of some small trees. The nose gear collapsed during the landing roll. Less than 1 gallon of fuel was recovered from the airplane. The pilot reported 112 hours of flight experience of which 24 were in make and model.
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: 112 hours in all; 24 in this make and model; 8 in the last 90 days; 5 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,936 hours
- Last inspection: annual inspection, February 25, 1998; 3 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D25 (piston); 0 hours total
The flight
- Departed from: LNS Lancaster PA at 11:40 am
- Destination: RUT
- Flight plan: VFR
- Runway 1, 5,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 12 knots, gusting 27
- Visibility: 10 statute miles
- Sky: overcast at 1,800 ft; not recorded
- Temperature: 34°F (1°C), dew point 27°F (-3°C)
- Altimeter: 29.00 inHg
- Observation at 3:16 pm from RUT, 3 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.
Other NTSB records under N5593E the same tail number, which may have belonged to a different aircraft at the time
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.