Cessna 172P accident near Ennis, Texas, June 2, 2022
On June 2, 2022 at about 11:03 pm local time, a 1982 Cessna 172P, registered N65497, was substantially damaged in an accident during approach near Ennis, Texas (Ennis Municipal Airport). It was an instructional 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
A partial loss of engine power for reasons that were undetermined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 2, 2022 · about 11:03 pm local time
- Place
- Ennis, Texas · Ennis Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172P, built 1982 · all 172Ps on the register
- Registration
- N65497 · no longer on the register · serial 17275765
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor and pilot observed the engine power decrease about 200 rpm on two occasions while en route. The pilot flew an approach and then a go-around due to excess airspeed during the approach. When the throttle and carburetor heat controls were fully advanced, the engine power only increased to about 2,000 rpm. The flight instructor attempted to increase engine power without success. During the forced landing to a field the airplane hit a tree, which resulted in substantial damage to the right wing. Examination of the engine revealed normal engine continuity and compression was confirmed on all 4 cylinders. Several hold down studs on the No. 1 cylinder were fractured and their separated pieces were found in the bottom of the cowling. No other anomalies were observed that would have precluded normal engine operation. No impact damage occurred in the vicinity of the engine and investigators could not determine when these studs separated; however, it is unlikely that the separated studs resulted in the slight loss of engine power noted by the pilot and flight instructor. The weather conditions at the time of the accident were conducive to serious carburetor icing at glide power. The flight instructor recalled pulling the carburetor heat lever out during the approach, therefore, it is unlikely that carburetor icing resulted in the loss of engine power. Investigators were not able to determine the reason for the loss of engine power.
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
- Loss of engine power (partial) during approach defining event
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Contributed to outcome
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,003 hours in all; 569 in this make and model; 32 in the last 90 days; 19 in the last 30 days; 1,883 as pilot in command; 1,556 on instruments
- Last flight review: November 19, 2021
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 194 hours in all; 40 in this make and model; 76 in the last 90 days; 16 in the last 30 days; 157 as pilot in command
- Last flight review: August 26, 2021
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 14,704 hours
- Last inspection: 100-hour inspection, April 7, 2022; 98 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 2,307 hours total
- Operator: Golf Aero Flight School
The flight
- Departed from: GKY Arlington TX at 10:23 pm
- Destination: F41 Ennis TX
- Flight plan: none
- Runway 16, 3,999 ft by 50 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 63°F (17°C)
- Altimeter: 29.95 inHg
- Observation at 5:55 pm from KJWY, 14 miles away
Weather report (METAR): KJWY 022255Z AUTO 36006KT 10SM CLR 29/17 A2995 RMK AO2 T02900170
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on March 20, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Photos of Airplane at Accident Site | PDF, 2 pages | View Download |
| 3 | Maintenance Logs - Excerpt | PDF, 5 pages | View Download |
| 4 | Aircraft Examination Summary | PDF, 1 page | View Download |
| 5 | Carburetor Icing Probability Graph | PDF, 1 page | View Download |
| 6 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
| 7 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.