# NTSB FTW02LA159: Cessna 172N, N734KG, Glen Rose, TX, May 22, 2002 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: May 22, 2002, 00:05 local (05:05 UTC) - Place: Glen Rose, TX - Coordinates: 32.24472, -97.726112 - Nearby events: https://openairdocs.org/map.md?lat=32.2447&lon=-97.7261&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report September 30, 2003 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 54755 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW02LA159 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54755/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54755 - Page: https://openairdocs.org/ntsb/FTW02LA159 ## Probable cause The pilot's failure to set the ignition key to the both magnetos position, which resulted in a loss of engine power. Contributing factors were the failure of the left magneto, the lack of suitable terrain for the forced landing, and the dark night. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, cruise - ignition system,magneto - failure (contributing factor) - ignition system,ignition switch - incorrect (cause) - procedures/directives - not followed, pilot in command (cause) - Forced landing, descent - emergency - In flight collision with object, descent - emergency - object - tree(s) - terrain condition - none suitable (contributing factor) - light condition - dark night (contributing factor) ## Analysis During the dark night cross-country flight, while at a cruise altitude of 2.000 feet msl, the pilot initiated a climb to 3,000 feet. A few minutes later, the engine's rpm dropped 200-300 rpm. The 67-hour pilot increased throttle to check for an rpm response. Subsequently, the engine lost power, and a forced landing was initiated. While approaching to land, the pilot noticed trees in front of the airplanes flight path and started looking for another place to land, but couldn't see anything because it was too dark. Subsequently, the aircraft impacted tress coming to rest upright. An examination of the engine under the supervision of an FAA inspector, revealed the left magneto's internal gears did not rotate with the engine. Removal of the left magneto revealed only one of two rubber drive isolators inside the ignition harness cap. Internal inspection revealed the contact points on the left hand side of the magneto did not open on rotation. Further examination of the airplane, displayed the ignition key turned to the left magneto only. The pilot reported to the NTSB investigator-in-charge, that he did not touch any switch while exiting the aircraft. ## Factual narrative On May 22, 2002, at 0005 central daylight time, a Cessna 172N single-engine airplane, N734KG, was substantially damaged when it impacted trees and terrain during a forced landing following a loss of engine power while in cruise flight near Glen Rose, Texas. The airplane was registered to Aer Mistral of Saginaw, Texas, and operated by Split S Aviation of Fort Worth, Texas. The private pilot and his passenger were not injured. Dark night visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations part 91 personal flight. The night cross-country flight originated from the Hicks Airfield Airport, near Fort Worth, Texas, at 2330, with San Antonio, Texas as the flights intended destination. The 67-hour pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that during cruise flight at 2.000 feet, he initiated a climb to 3,000 feet. A few minutes later, the engine rpm dropped 200-300 rpm. The pilot stated he increased throttle to check for an rpm response. Subsequently, the engine lost power, and he initiated a forced landing. While approaching to land, he noticed trees in front of the airplanes flight path and started "looking for another place to land, but couldn't see anything because it was completely dark." Prior to landing, he decided to put 10-degrees of flaps down. The aircraft impacted tress coming to rest in the upright position. Examination of the airplane by the FAA inspector who responded to the accident site, revealed that both wings were structurally damaged and the fuselage was wrinkled aft of the cabin area. An examination of the engine under the supervision of an FAA inspector, revealed the left magneto's internal gears did not rotate with the engine. Removal of the left magneto revealed only one of two rubber drive isolators inside the ignition harness cap. Internal inspection of the magneto revealed the contact points on the left hand side of the magneto did not open on rotation. Further examination of the airplane, revealed that the ignition key turned to the left magneto only. The pilot reported to the NTSB investigator-in-charge, that he did not touch any switch while exiting the aircraft. A review of the aircraft logbooks revealed that the engine had accumulated 857 hours since the last major overhaul, which was completed on July 18, 2001. The airplane had accumulated 28 hours since the last 100-hour inspection, which was completed on May 14, 2002. ## Aircraft - Registration: [N734KG](https://openairdocs.org/deregistered/N734KG-2018-01-26), registration cancelled 2018-01-26, S/N 17268909, built 1977 (OpenAirDocs) - Reported make and model: Cessna 172N - Registry model: [Cessna 172N](https://openairdocs.org/model/cessna-172n) (registry code 2072434) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17268909 - Airframe hours: 14278 - Engines: Lycoming O-320-H2AD 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Split S Aviation - Registered owner: Aer Mistral - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, May 14, 2002, 48 hours before - Departed: T67, Fort Worth, TX - Destination: SAT, San Antonio, TX ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 22; injuries: none; private; airplane ratings: single-engine land; medical: class 1, valid medical--no waivers/lim.; last flight review March 12, 2002; seat: left; flight hours: 67 total, 49 in this make and model, 38 as pilot in command, 21 in the last 90 days, 11 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 150° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 75 °F ## Other investigations on N734KG (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB FTW91LA008](https://openairdocs.org/ntsb/FTW91LA008), Oct 22, 1990: Cessna 172N (N734KG), Grand Prairie, TX, substantial damage. Probable cause: THE STUDENT PILOT'S IMPROPER FLARE TECHNIQUE AND USE OF RUDDER. ## Docket (2 files) The files NTSB released with the investigation on July 31, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54755. 832 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 770 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438897&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - FAA Inspector Statement (item 2, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438898&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.