Cessna 172RG accident near San Diego, California, July 24, 2004
On July 24, 2004 at about 3:03 am local time, a Cessna 172RG, registered N5167R, was substantially damaged in an accident near San Diego, California (Montgomery Field). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to ensure that the landing gear was fully extended, by use of the emergency gear extension system, which resulted in its partial collapse during landing rollout. Also causal was the pilot's failure to follow POH procedures relating to troubleshooting and restoring electric power to the airplane busses.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 24, 2004 · about 3:03 am local time
- Place
- San Diego, California · Montgomery Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG · all 172RGs on the register
- Registration
- N5167R · no longer on the register · serial 172RG0043
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The right main landing gear collapsed during rollout following a normal touchdown on the runway. Thereafter, directional control was lost, and the right wing struck the surface of the runway. The airplane veered off the runway, and it came to rest in an adjacent open dirt field. During flight the pilot had experienced a low voltage condition, and his radio communications became problematic as the battery gradually discharged. The pilot cycled the airplane's master electric system switch in accordance with instructions in the Cessna Pilot's Operator's Handbook. Because this did not restore electric power, the pilot reduced the electrical load to conserve energy. No evidence of any mechanical malfunction was found during the post impact examination of the landing gear and alternator/battery electric system. During the examination the alternator field circuit breaker was found in the tripped position. The examination revealed that when the alternator circuit breaker was reset, electric current was restored to the buss and the battery was charging. Prior to landing, the pilot failed to properly perform procedures relating to ensuring that the alternator circuit breaker was engaged. Also, the pilot failed to ensure that the landing gear was fully extended by using the emergency gear extension system.
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; instrument: airplane
- Flight time: 300 hours in all; 200 as pilot in command; 0 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 7,218 hours
- Last inspection: 100-hour inspection
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
The flight
- Departed from: MYF San Diego CA at 2:10 am
- Destination: MYF San Diego CA
- Flight plan: IFR
- Runway 28R, 4,577 ft by 150 ft
Weather at the time
- Light: dusk
- Wind: from 290° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 61°F (16°C)
- Altimeter: 29.87 inHg
- Observation at 3:08 am from MYF
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.