Cessna 172P accident near Levittown, Puerto Rico, January 26, 2002
On January 26, 2002 at about 1:10 pm local time, a Cessna 172P, registered N99295, was substantially damaged in an accident near Levittown, Puerto Rico. 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 failure of maintenance personnel to comply with aircraft manufacturer's inspection procedures, resulting in corrosion and separation of the aileron control cable in flight and the subsequent forced landing in a swamp.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 26, 2002 · about 1:10 pm local time
- Place
- Levittown, Puerto Rico · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N99295 · registry record · serial 17276429
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, 5 minutes after takeoff, all roll control was lost at both pilot's yokes. The pilot chose a field for an emergency landing, decided against a rudder only turn into the prevailing wind, and landed straight ahead. The field was a coastal swamp area and the aircraft sustained landing gear and wing damage. Post crash examination revealed aileron control cable separation near the turning pulley located at the left side cockpit overhead. NTSB Materials Laboratory examination of the cable fracture site revealed extensive corrosion damage to individual wire strands, with many strands corroded completely through. The aircraft had undergone an annual inspection 31.2 flight hours 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: 323 hours in all; 211 in this make and model; 16 in the last 90 days; 1 in the last 30 days; 259 as pilot in command
- Last flight review: April 1, 2002
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Pilot (unmanned)
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 384 hours in all; 212 in this make and model; 4 in the last 90 days; 2 in the last 30 days; 301 as pilot in command
- Last flight review: April 1, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,201.2 hours
- Last inspection: annual inspection, October 11, 2001; 31.2 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-360-4AM (piston); 0 hours total
The flight
- Departed from: TJIG San Juan PR at 1:05 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 080° at 12 knots, gusting 18
- Visibility: 10 statute miles
- Sky: a few clouds at 2,700 ft
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 30.15 inHg
- Observation at 12:56 pm from TSJU, 8 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.