Cessna 172I accident near Naches, Washington, July 11, 1997
On July 11, 1997 at about 4:49 pm local time, a Cessna 172I, registered N35436, was substantially damaged in an accident near Naches, Washington. It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate preflight by the pilot, and subsequent fuel exhaustion, which led to a forced landing and subsequent nose over of the aircraft. Related factors were: the FBO did not refuel the aircraft as requested, and soft terrain was encountered during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 11, 1997 · about 4:49 pm local time
- Place
- Naches, Washington
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172I · all 172Is on the register
- Registration
- N35436 · no longer on the register · serial 17256769
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during a preflight on 7/11/97, she checked the aircraft's fuel quantity using a dip stick, but was interrupted and had to begin again. She reported the left tank was '1 inch down,' and right tank was 'full.' The aircraft was operated on the ground for 10 to 15 minutes at 1,000 RPM before taking off from the Yakima Airport, which was logged at 0832. At 0949, Yakima Tower received a radio transmission from the aircraft indicating a power loss. Subsequently, the pilot executed a forced landing onto soft terrain. During the landing, the nose gear collapsed, and the aircraft nosed over. An FAA onsite examination revealed no evidence of fuel in the left tank and about one cup in the right tank. No evidence of fuel spillage was noted at the site, and no evidence of any fuel leakage from the fuel system was found. The pilot stated that on the evening before the flight, she contacted the fixed base operator (FBO) to have the aircraft serviced with fuel. FAA examination of FBO documentation revealed no record of the aircraft having been refueled since June 14th. The aircraft had been flown approximately 2.5 hours on the day before the accident. The aircraft's total usable fuel capacity was 38 gallons. Estimated fuel consumption of the aircraft was 6.0 to 9.7 gallons/hour.
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: 162 hours in all; 101 in this make and model; 18 in the last 90 days; 13 in the last 30 days; 107 as pilot in command
- Medical certificate: Class 3 (expired)
- Seat: left
The aircraft
- Airframe total time: 3,534 hours
- Last inspection: annual inspection, September 26, 1996; 35 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: YKM Yakima WA at 3:32 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 5:08 pm from YKM, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.