Cessna 120 accident near Ashland, Kentucky, July 30, 2006
On July 30, 2006 at about 3:50 pm local time, a Cessna 120, registered N1981V, was substantially damaged in an accident near Ashland, Kentucky. 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
The pilot's improper fuel tank selection, which resulted in fuel starvation and a subsequent loss of engine power. A factor in the accident was the trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 2006 · about 3:50 pm local time
- Place
- Ashland, Kentucky · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 120 · all 120s on the register
- Registration
- N1981V · no longer on the register · serial 14192
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Following a complete loss of engine power, the Cessna 120 collided with trees, during an attempted return to the departure airport. According to the pilot, he had not visually checked the fuel quantity in the tanks prior to departure; however, the right fuel tank gauge indicated 1/4 full. The pilot also stated that the fuel gauges were unreliable. When asked if he had used a checklist, he offered that he "didn't use a written checklist, but had gone through a mental one prior to takeoff." The pilot normally flew a Cessna 180 where the middle position of the fuel selector was used for both tanks. On the Cessna 120, however; the middle position was for right tank only. No evidence of preimpact mechanical failures were discovered. Fuel was present in both fuel tanks, the primer was unlocked, and the left fuel gauge indicated 3/8 full. The fuel selector was in the "off" position; however, the mechanic first to respond to the accident site could not recall if he turned the fuel selector "off," or if it was already in that position. According to the Cessna 120 Owners Manual a pilot should "set fuel tank selector to the fullest tank for takeoff," and "not takeoff on less than 1/4 tank."
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: 1,200 hours in all; 15 in this make and model; 12 in the last 90 days; 6 in the last 30 days
- Last flight review: October 1, 2005
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, March 1, 2006
- Maximum gross weight: 1,450 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: DWU Ashland KY at 3:50 pm
- Destination: I41 Huntington WV
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 1,800 ft
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 7:51 pm from HTS, 14 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.