Accident Details
On August 1, 2025, at approximately 0802 central daylight time, a Cessna 172P airplane, registration N62296, sustained substantial damage in an accident near Gainesville, Texas. The flight instructor and the pilot receiving instruction were not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as an instructional flight.
The flight instructor reported that the airplane experienced a sudden loss of engine power during the initial climb from runway 36 at Gainesville Municipal Airport (GLE). The loss occurred at an estimated altitude of 250 to 300 feet above ground level (agl). The engine tachometer indicated about 2,000 revolutions per minute (rpm) after the power loss. The flight instructor assumed control from the pilot receiving instruction and determined that landing at the airport was not possible due to the low altitude. The pilot receiving instruction attempted to restart the engine by cranking the starter after verifying the fuel selector was on and the mixture control was full rich, but the engine did not restart. Before the forced landing, the pilot receiving instruction moved the fuel selector to OFF, and the flight instructor pulled the mixture control to idle cutoff. The forced landing was executed in a wheat field north of the airport. During the landing, the airplane nosed over when the nosewheel dug into the muddy terrain. After the accident, both occupants released their restraints and exited the inverted airplane without injury.
Fueling documentation indicated that the airplane was serviced with 9.95 gallons of fuel at GLE before the flight. The flight instructor stated that the airplane had about 40 gallons of fuel onboard at engine startup.
Post-Accident Examination
A Federal Aviation Administration (FAA) Airworthiness Inspector examined the airplane at the accident site. The airplane had been inverted for several days before being recovered to an upright position. At the time of examination, the fuel tanks were void of usable fuel. Engine control continuity was confirmed from the cockpit to the carburetor and the carburetor heat control. Engine crankshaft continuity was confirmed by rotating the propeller. No evidence of damage to the crankcase or cylinders was observed, and there was no evidence of an oil leak. The wreckage was transported to a secure storage facility for further examinations.
Weather Conditions
At 0805, the Automated Weather Observing System (AWOS) at GLE reported clear skies, visibility of 10 statute miles, temperature 23°C, dewpoint 23°C, calm wind, and an altimeter setting of 30.18 inches of mercury. According to a carburetor icing probability chart from FAA Special Airworthiness Information Bulletin CE-09-35, titled "Carburetor Icing Prevention," the recorded temperature and dewpoint at the time of the accident were conducive to carburetor icing at a descent power setting. The bulletin notes that if ice forms in the carburetor of a fixed-pitch propeller aircraft, the restriction to induction airflow results in decreased power and a drop in engine rpm, which may be accompanied or followed by a rough running engine. The bulletin advises pilots to apply full carburetor heat immediately in response to carburetor icing and that the engine may run rough initially while ice melts. It further recommends using carburetor heat when operating at low power settings or in conditions where carburetor icing is probable.