Cessna 172C accident near Winthrop, Maine, August 27, 2005
On August 27, 2005 at about 1:15 pm local time, a Cessna 172C, registered N1680Y, was substantially damaged in an accident near Winthrop, Maine (Bowman Field). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight inspection, which resulted in a loss of engine power due to fuel exhaustion, and a subsequent forced landing and impact with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 2005 · about 1:15 pm local time
- Place
- Winthrop, Maine · Bowman Field · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172C · all 172Cs on the register
- Registration
- N1680Y · no longer on the register · serial 17249380
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was owned by the pilot and he departed from his home airport without incident. Approximately 30 minutes later, witnesses observed the airplane descending toward a field. They further reported that they did not hear any engine noise, and the propeller was not turning, or turning "very slowly." The airplane's left wing struck a tree, before it rolled and "nose dived" to the ground. Examination of the airplane did not reveal any preimpact mechanical malfunctions. Both fuel tanks remained intact. Approximately 2 to 2.5 gallons of yellow colored fuel was drained from both fuel tanks. A placard for automotive gasoline was observed near the fuel tank caps. The gascolator was drained and contained sediment and water. In addition, the carburetor contained about 1 ounce of fuel, with some sediment, and water. The time and quantity of the airplane's last refueling could not be determined. According to the owner's manual, the total fuel capacity was 39 gallons, with a total usable fuel in all flight conditions of 36 gallons. Two additional gallons of fuel was usable in level flight, and one gallon of fuel was unusable. Review of maintenance records revealed that the airplane's most recent inspection was a 100-hour inspection that was performed about 22 months prior to the accident. The airplane had been operated about 65 hours since the inspection.
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; single-engine sea
- Flight time: 240 hours in all
- Last flight review: October 1, 1994
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 5,422 hours
- Last inspection: 100-hour inspection, July 1, 2003; 165 hours since
- Maximum gross weight: 2,250 lb
- Seats: 4
- Landing gear: fixed
- Engine: Teledyne Continental O-300 (piston); 0 hours total
The flight
- Departed from: B10 Livermore Falls ME at 12:45 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 57°F (14°C)
- Altimeter: 30.10 inHg
- Observation at 12:53 pm from AUG, 10 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.