Cessna 152 accident near Butler, Missouri, March 25, 2000
On March 25, 2000 at about 5:55 pm local time, a Cessna 152, registered N6375H, was substantially damaged in an accident near Butler, Missouri. 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
the certified flight instructor's improper use of the mixture control while demonstrating a simulated loss of engine power which resulted in fuel starvation. A factor associated with the accident was the rough terrain on which the forced landing was made.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 25, 2000 · about 5:55 pm local time
- Place
- Butler, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N6375H · registry record · serial 15284162
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The CFI reported that while practicing a simulated loss of engine power, he pulled the mixture to idle cut off to '...demonstrate a lesson to the student should he inadvertently pull the mixture instead of the throttle.' The CFI reported that he emphasized to the student that he needed to maintain a higher than normal glide airspeed to keep the propeller windmilling. They chose a field and during the turn onto final approach the propeller stopped windmilling. The CFI took control of the airplane and attempted to get the engine started to no avail. A forced landing was made in a rough field. The nose gear collapsed during the landing roll and the airplane nosed over.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,400 hours in all; 1,000 in this make and model; 125 in the last 90 days; 25 in the last 30 days; 1,300 as pilot in command; 575 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 9,755 hours
- Last inspection: 100-hour inspection, January 25, 2000; 77 hours since
- Maximum gross weight: 1,675 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-L2CM (piston); 0 hours total
- Operator: Gulicks Aviation
The flight
- Departed from: GLY Clinton MO at 5:10 pm
- Destination: MO85 Harrisonville MO
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 045° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.