Cessna 172SP accident near Clewiston, Florida, January 4, 2005
On January 4, 2005 at about 6:15 pm local time, a Cessna 172SP, registered N365SP, was substantially damaged in an accident near Clewiston, Florida (Clewiston, Airglades airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain directional control during landing rollout which resulted in the airplane veering off the runway and colliding into an airport sign.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 4, 2005 · about 6:15 pm local time
- Place
- Clewiston, Florida · Clewiston, Airglades · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172SP · all 172SPs on the register
- Registration
- N365SP · registry record · serial 172S8783
- 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 he had received his private pilot's licence a few weeks prior and had not flown much. He stated that during the accident flight, he had asked his certified flight instructor to accompany him for a pleasure flight. The pilot further reported that he was the pilot flying the approach and that the wind was coming from 040 at an estimated speed of 13 to 15 knots. During the landing flare/touchdown the airplane yawed to the left, and while rolling down the runway, the left main gear departed the surface. He said the flight instructor added full power, the aircraft lifted off, turned abruptly to the right, and departed off the right side of the runway, striking a fixed distance marker, and coming to rest in a ditch.
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: 109 hours in all; 108 in this make and model; 31 in the last 90 days; 1 in the last 30 days; 18 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 640.2 hours
- Last inspection: annual inspection, December 8, 2004; 1.4 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Textron Lycoming 10-360-L2A (piston); 0 hours total
The flight
- Departed from: KPMP Pompano Beach FL at 5:30 pm
- Destination: 2IS Clewiston FL
- Flight plan: none
- Runway 13, 5,950 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 040° at 10 knots, gusting 12
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 0°F (-18°C)
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.