Cessna 172P accident near Creston, California, July 26, 2002
On July 26, 2002 at about 3:30 am local time, a Cessna 172P, registered N5268K, was substantially damaged in an accident near Creston, California (Paso Robles airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate in-flight planning/decision, which resulted in fuel exhaustion and loss of engine power. A factor in the accident was the dark night conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 2002 · about 3:30 am local time
- Place
- Creston, California · Paso Robles · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N5268K · registry record · serial 17274038
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane made a forced landing on a road and collided with a sign, following a total loss of engine power. Prior to takeoff, the pilot visually checked the fuel level by looking inside the tanks. He estimated that he had about 5 1/2 hours of fuel on board the airplane. He planned his cross-country to be about a 3-hour trip, in dark night conditions. While en route, about 12 miles from his planned destination, the engine lost power. He attempted to restart the engine by following the procedures on the emergency checklist, but the engine would not start. He performed a forced landing on a road and the airplane's right wing collided with a sign. The pilot thought that the accident was a result of fuel exhaustion. The pilot did not report any mechanical problems with the airplane prior to the accident.
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: 217 hours in all; 217 in this make and model; 20 in the last 90 days; 16 in the last 30 days; 138 as pilot in command
- Last flight review: October 1, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 9,668.8 hours
- Last inspection: annual inspection, July 25, 2002; 6 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
The flight
- Departed from: MYF San Diego CA at 1:50 am
- Destination: PRB Paso Robles CA
- Flight plan: VFR
Weather at the time
- Light: night, dark
- Wind: from 300° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 46°F (8°C)
- Altimeter: 30.01 inHg
- Observation at 2:53 am from PRB, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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 N5268K 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.