Cessna 172H accident near Glasgow, Montana, June 7, 2003
On June 7, 2003 at about 3:45 pm local time, a Cessna 172H, registered N2786L, was substantially damaged in an accident near Glasgow, Montana. 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
A loss of engine power due to carburetor icing. Contributing factors were carburetor icing conditions and the muddy, wet terrain at the landing site.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 2003 · about 3:45 pm local time
- Place
- Glasgow, Montana · 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
- N2786L · no longer on the register · serial 17255986
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the carburetor equipped Cessna 172H was approximately 9 nautical miles west of his first fuel stop and commenced a let down through a hole in a broken cloud layer. The surface weather observation at his intended destination recorded several minutes after the accident reported two broken cloud layers at 2,600 feet and 3,400 feet, an overcast cloud layer at 7,000 feet, and temperature 53 degrees F. and dew point 45 degrees F. He reported applying carburetor heat and reducing engine RPM, and then having to descend faster and reduce engine RPM further. He continued a "gliding" descent to 4,000 feet and then re-applied power with no effect. He then executed a forced landing to a muddy, wet agricultural field during which the nose gear collapsed and the aircraft nosed over. FAA Advisory Circular 61-23B, "Pilot's Handbook of Aeronautical Knowledge," provides guidance for operations in carburetor icing conditions. Specifically, the reference states in part "... carburetor heat should be turned to "full-on" before closing the throttle, and left on during the closed-throttle operation...." and "...Periodically, however, the throttle should be opened smoothly for a few seconds to keep the engine warm, otherwise the carburetor heater may not provide enough heat to prevent icing...."
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: multi-engine land; single-engine land
- Flight time: 1,604 hours in all; 500 in this make and model; 26 in the last 90 days; 17 in the last 30 days; 1,604 as pilot in command
- Last flight review: October 10, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,010 hours
- Last inspection: annual inspection, November 1, 2002; 50 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300D (piston); 0 hours total
The flight
- Departed from: S23 Ione WA at 11:30 am
- Destination: GGW Glasgow MT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 14 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,600 ft
- Temperature: 54°F (12°C), dew point 45°F (7°C)
- Altimeter: 30.07 inHg
- Observation at 3:53 pm from GGW, 9 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.