Cessna 172-A accident near Groveland, California, August 18, 2001
On August 18, 2001, a Cessna 172-A, registered N7198T, was substantially damaged in an accident near Groveland, California (Pine Mountain Lake airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a loss of engine power due to water contamination forced the pilot to land in an unsuitable area resulting in collision with a tree.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 18, 2001
- Place
- Groveland, California · Pine Mountain Lake · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172-A · all 172-As on the register
- Registration
- N7198T · no longer on the register · serial 46798
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot made an off airport forced landing following a loss of engine power about 2 minutes after departure. The pilot preflighted the airplane, drained fuel, and completed an extensive run-up. He taxied to the fuel pumps and added over 18 gallons of fuel. He did another run-up and departed. About 75 feet agl the engine sputtered and lost power. The pilot was unable to regain power so he attempted to land on a dirt road. The left wing contacted upsloping terrain; the right wing contacted trees and separated from the airplane. All engine controls and the carburetor air box were secure and functioning. The magnetos were timed to within 1 degree of each other, and the spark plugs were not discolored. All cylinders except cylinder No. 5 had compression greater than 70/80; cylinder No.5 was 25/80. Mechanics staked the valve, but the compression did not change. The gascolator contained 3 ounces of fuel. The carburetor contained a small amount of water; however, the fuel selector valve and main fuel line to the carburetor only contained fuel. The tank vents were clear.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 20,000 hours in all; 1,000 in this make and model; 160 in the last 90 days; 90 in the last 30 days; 17,000 as pilot in command; 1,000 on instruments
- Last flight review: December 15, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,336 hours
- Last inspection: annual inspection, March 1, 2001; 23 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300C (piston); 0 hours total
The flight
- Departed from: Q68 Groveland CA
- Destination: Groveland CA
- Flight plan: none
- Runway 27, 3,625 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 100°F (38°C), dew point 45°F (7°C)
- Altimeter: 29.87 inHg
- Observation at 11:53 pm from MOD, 39 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.