Cessna 172H accident near Sylvan Springs, Alabama, May 1, 1999
On May 1, 1999 at about 2:20 pm local time, a Cessna 172H, registered N5105G, was substantially damaged in an accident near Sylvan Springs, Alabama. 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 total loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 1, 1999 · about 2:20 pm local time
- Place
- Sylvan Springs, Alabama · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172H · all 172Hs on the register
- Registration
- N5105G · no longer on the register · serial 17256222
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he preflighted the airplane before departure with no discrepancies noted. He departed with full fuel tanks and flew to a nearby area where he orbited several times. He flew to another area then returned to the area where he orbited the first time. He later stated that he applied carburetor heat, reduced the throttle, then after seeing the area again, applied the throttle and removed carburetor heat. The engine did not respond. He only verified that the mixture control was full rich, that the magneto switch was in the 'both' position, and pumped the throttle which increased engine rpm slightly. He maneuvered the airplane for a forced landing and just before touchdown, he placed the mixture control in the idle-cutoff position and the magneto switch to the off position. After touchdown, the airplane rolled through a fence then nosed over. The airplane was recovered and using some of the fuel that was in the airplane at the time of the accident, the engine was started and found to operate normally. Review of the icing probability chart revealed that the conditions were favorable for moderate icing at cruise power or serious icing at descent power.
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: student
- Flight time: 25 hours in all; 24 in this make and model; 9 in the last 90 days; 4 in the last 30 days; 6 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,672 hours
- Last inspection: annual inspection, January 2, 1999; 16 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
The flight
- Departed from: EKY Bessemer AL at 2:05 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 12:53 pm from BHM
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.
Other NTSB records under N5105G the same tail number, which may have belonged to a different aircraft at the time
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.