Cessna 172H accident near Falmouth, Kentucky, July 12, 1999
On July 12, 1999 at about 4:25 pm local time, a Cessna 172H, registered N3213L, was substantially damaged in an accident near Falmouth, Kentucky (Gene Snyder Airport). It was a personal 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
A stuck intake-valve on the number one cylinder which resulted in a loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 1999 · about 4:25 pm local time
- Place
- Falmouth, Kentucky · Gene Snyder Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172H · all 172Hs on the register
- Registration
- N3213L · no longer on the register · serial 17256113
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
On the day of the accident, maintenance was preformed on the number one cylinder to dislodge a stuck valve. The pilot then refueled the airplane and taxied for departure. Once airborne, the pilot climbed to a cruise altitude of 3,500 feet msl without difficulty. Approximately 45 minutes into the flight, the engine started running rough. The pilot diverted, but before he could complete a successful precautionary landing, there was a total loss of engine power. The airplane crashed into trees. Prior to the engine running 'rough', EGT was indicating 'normal.' After the engine started running 'rough', the EGT dropped to below 'normal.' The EGT sensor was located on the number one cylinder. No anomalies with the engine were found after the accident except for a broken intake valve rocker-arm on the number one cylinder. Examination of the rocker-arm revealed no evidence of fatigue or any other form of progressive crack growth.
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: commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,399 hours in all; 849 in this make and model; 44 in the last 90 days; 39 in the last 30 days; 1,343 as pilot in command; 37 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,201 hours
- Last inspection: annual inspection, July 30, 1999; 94 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300 (piston); 0 hours total
The flight
- Departed from: HTS Huntington WV at 3:30 pm
- Destination: MVN Mount Vernon IL
- Flight plan: VFR
- Runway 21, 4,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 8,000 ft
- Temperature: 79°F (26°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 4:54 pm from CVG, 40 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.