Cessna 172M accident near Little Rock, Arkansas, January 22, 2009
On January 22, 2009 at about 11:50 pm local time, a Cessna 172M, registered N20275, was substantially damaged in an accident during enroute (descent) near Little Rock, Arkansas (North Little Rock airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to the missing nut on the bolt connecting the throttle cable and carburetor's lever arm.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 22, 2009 · about 11:50 pm local time
- Place
- Little Rock, Arkansas · North Little Rock · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N20275 · no longer on the register · serial 17261151
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that as he started his descent and reduced engine power, he felt a "bump" in the throttle. The engine's rpm dropped and the engine lost power. The pilot established his glide and elected to conduct a forced landing to a nearby airport. Additionally, the pilot reported that moving the throttle had no effect on engine power, however the engine would oscillate between idle and full power. The airplane was substantially damaged during the forced landing. The Federal Aviation Administration (FAA) Inspector, who traveled to the site, reported that the nut securing the throttle linkage to the carburetor's control lever was missing and the throttle linkage was found disconnected. A review of the manufacturer's maintenance manual revealed the approved parts included a bolt with a fiber-locking nut.
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
What happened, in order
- Powerplant sys/comp malf/fail during enroute (descent)
- Loss of engine power (partial) during enroute (descent) defining event
- Abnormal runway contact during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine controls › Power lever › Inoperative
- Aircraft › Fluids/misc hardware › Misc hardware › Fasteners › Not specified
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land
- Flight time: 5,140 hours in all; 535 in this make and model; 37 in the last 90 days; 12 in the last 30 days; 5,028 as pilot in command
- Last flight review: November 30, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,207 hours
- Last inspection: annual inspection, July 1, 2008
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 0 hours total
The flight
- Departed from: KBVX Batesville AR at 10:56 pm
- Destination: KSUZ Bryant AR
- Flight plan: none
- Runway 23, 5,002 ft by 75 ft
Weather at the time
- Light: dusk
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 36°F (2°C)
- Altimeter: 29.85 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.