Cessna 172M accident near Conroe, Texas, June 1, 2003
On June 1, 2003 at about 1:30 am local time, a Cessna 172M, registered N9900V, was substantially damaged in an accident near Conroe, Texas (Montgomery County Airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to attain/maintain sufficient airspeed, which resulted in a stall/mush.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 2003 · about 1:30 am local time
- Place
- Conroe, Texas · Montgomery County Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N9900V · no longer on the register · serial 17264551
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with trees during takeoff. Since the outside temperature was high (about 35 degrees Celsius 95 degrees Fahrenheit), and the density altitude was above 2,300 feet, the certified flight instructor (CFI) had concerns about the airplane's takeoff performance and decided to make the takeoff instead of letting the student do it. He heard the stall warning horn sound after rotation. He lowered the nose to try and gain airspeed in ground effect. However, the airplane stalled and banked left. He applied right aileron and full right rudder. The airplane continued to veer to the left of the runway. The CFI recognized the loss of control, and that the airplane was headed toward the trees. He pulled the power to idle and attempted to abort the takeoff. The airplane collided with trees while the airplane was still 40 feet above ground level (agl).
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 510 hours in all; 175 in this make and model; 18 in the last 90 days; 325 as pilot in command; 10 on instruments
- Last flight review: July 4, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: minor injuries
Dual student
- Certificate: student
- Flight time: 25 hours in all; 18 in the last 90 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Avco Lycoming O-320-D2J (piston); 0 hours total
The flight
- Departed from: CXO Conroe TX at 1:00 am
- Destination: IWS Houston TX
- Flight plan: none
- Runway 14, 6,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 6,000 ft
- Temperature: 84°F (29°C), dew point 72°F (22°C)
- Altimeter: 29.79 inHg
- Observation at 1:53 am from CXO, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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.