Cessna 172 accident near Flagstaff, Arizona, June 27, 1998
On June 27, 1998 at about 1:05 pm local time, a Cessna 172, registered N7188A, was substantially damaged in an accident near Flagstaff, Arizona (Flagstaff Pullman airport). It was a personal 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
Oil system contamination with an unidentified metal substance that traveled through the oil system and blocked the number 4 main bearing and number 6 connecting rod bearing oil ports, resulting in oil starvation and failure of the engine. The source of the contamination is undetermined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 27, 1998 · about 1:05 pm local time
- Place
- Flagstaff, Arizona · Flagstaff Pullman
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 · all 172s on the register
- Registration
- N7188A · no longer on the register · serial 29288
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that the preflight and run-up were conducted with no anomalies noted. After takeoff, the airplane experienced a loss of engine power followed by a loss of altitude and collision with terrain. The airplane came to rest inverted in a sewage pond near the airport. After the power loss, the pilot made an unsuccessful attempt to restart the engine utilizing the emergency checklist. The engine was inspected and mechanical continuity of the engine was established. The crankcase was separated and it was noted that the bearings, pistons, and cylinders exhibited heat discoloration. The number 4 main bearing exhibited evidence of rubbing on the crankshaft and a section of that bearing insert was severely worn, heat distressed, and had flowed over the edge of the crankcase bearing journal. The number 6 connecting rod bearing insert exhibited an unidentified metal substance in the oil port. The remaining crankcase oil journals were found to be clear. The oil pump was disassembled and revealed a nick on one of the driven gear teeth, which corresponded to circumferential scoring on the oil pump housing. The oil filter and suction screen were clean. No further discrepancies were noted with the engine. Review of the maintenance records revealed that an annual inspection, which included an oil change, had been completed approximately 1 hour prior to the accident flight.
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: 305 hours in all; 290 in this make and model; 211 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,911 hours
- Last inspection: annual inspection, June 11, 1998; 1 hours since
- Maximum gross weight: 2,075 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-A (piston); 0 hours total
The flight
- Departed from: FLG at 1:04 pm
- Flight plan: none
- Runway 21, 6,999 ft by 150 ft
Weather at the time
- Light: dawn
- Wind: from 220° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 1:12 pm from FLG, 2 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.