Cessna 172P accident near Burlington, Wyoming, March 26, 1997
On March 26, 1997 at about 5:10 pm local time, a Cessna 172P, registered N97527, was destroyed in an accident near Burlington, Wyoming. It was an aerial observation 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
loss of engine power for undetermined reason(s). The lack of suitable terrain for a forced landing was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 26, 1997 · about 5:10 pm local time
- Place
- Burlington, Wyoming · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N97527 · no longer on the register · serial 17276203
- Damage
- Destroyed
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Before flight, both wing fuel tanks were 'topped off' with 50 gallons of usable fuel. At about 0950 MST, the pilot departed Worland, Wyoming, en route to Cody, Wyoming, to commence the second half of an aerial pipeline patrol route. After an estimated 20 minutes of flight, the aircraft crashed in an area of uneven, sage covered, terrain. The flaps were found extended 8 degrees, the ignition had been switched to 'LEFT,' and there was evidence that the pilot had slowed the aircraft before it impacted uneven terrain. No evidence was found to indicate that the engine was developing power when impact occurred; aft bending of the propeller was noted with minimal abrasion and chordwise scratching. Extensive hydraulic effect was noted on both main fuel tanks, as well as on one of the brass floats within the carburetor float chamber. An engine teardown revealed no preimpact mechanical malfunction, and no anomaly was found with the aircraft's fuel, air, or ignition systems. Postcrash testing of the aircraft's auxiliary fuel system revealed no mechanical malfunction. Temperature and due point at Worland were 54 and 32 degrees; according to icing probability charts, these conditions were conducive for carburetor ice; however, carburetor icing was not verified.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,153 hours in all; 1,449 in this make and model; 3,921 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 11,667 hours
- Last inspection: annual inspection, December 12, 1996; 326 hours since
- Maximum gross weight: 2,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 0 hours total
- Operator: Brentco Aerial Patrol, INC.
The flight
- Departed from: WRL Worland WY at 4:50 pm
- Destination: WRL WY
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 290° at 3 knots
- Visibility: 60 statute miles
- Sky: scat at 25,000 ft
- Temperature: 54°F (12°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 4:58 pm from WRL, 32 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.