Cessna 172N accident near Dade City, Florida, April 27, 2013
On April 27, 2013 at about 10:00 pm local time, a Cessna 172N, registered N5944J, was substantially damaged in an accident during enroute (climb to cruise) near Dade City, Florida. It was an instructional flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The in-flight loosening of the No. 3 cylinder exhaust valve rocker arm stud, which resulted in a complete loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 27, 2013 · about 10:00 pm local time
- Place
- Dade City, Florida · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N5944J · no longer on the register · serial 17273846
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the accident flight, the exhaust gas temperature on the No. 3 cylinder began as the coldest and then transitioned to the hottest. Subsequently, the cylinder head temperature on the No. 3 cylinder also transitioned to the hottest. According to the pilot, the engine then began to run roughly, and he adjusted the throttle and mixture positions to gain control of the malfunctioning engine. During emergency communications with air traffic control, the engine lost all power, and the pilot conducted an emergency landing to a field. Examination of the engine revealed that the No. 3 cylinder exhaust valve rocker arm stud had backed out of the cylinder, which prevented the exhaust valve from opening properly. Specifically, the loose rocker arm stud prevented the pushrod from depressing the exhaust valve far enough in to release exhaust from the cylinder, which damaged the intake valve pushrod and caused a complete loss of engine power. The No. 3 cylinder had been replaced about 14 months before the accident and had accumulated 480.9 hours since installation. It is likely that the rocker arm and nut assembly became loose over time; the initial torque value could not be determined.
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 enroute (climb to cruise) defining event
- Loss of engine power (total) during emergency descent
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Malfunction
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 397 hours in all; 351 in this make and model; 34 in the last 90 days; 31 in the last 30 days; 295 as pilot in command; 101 on instruments
- Last flight review: July 15, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Dual student
- Certificate: private
- Ratings: single-engine land
- Flight time: 300 hours in all; 57 in the last 90 days; 37 in the last 30 days
- Last flight review: April 21, 2013
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,748 hours
- Last inspection: annual inspection, March 14, 2013; 50 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
The flight
- Departed from: BKV Hernando County FL at 10:46 pm
- Destination: FPR Fort Pierce FL
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 090° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 5,000 ft
- Temperature: 79°F (26°C), dew point 59°F (15°C)
- Altimeter: 30.12 inHg
- Observation at 10:55 pm from ZPH, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
12 documents, released by the NTSB on August 13, 2013. 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, 12 pages | View Download |
| 2 | Photo Reports from the FAA (6 Embedded Photos) | PDF, 6 pages | View Download |
| 3 | Weather Reports and Records | PDF, 1 page | View Download |
| 4 | Engine & Airframe Logs. | PDF, 19 pages | View Download |
| 5 | Propeller Log. | PDF, 1 page | View Download |
| 6 | Engine Monitor 17 - Specialist's Factual Report | PDF, 8 pages | View Download |
| 7 | Engine Monitor 17 - Attachment 1 - Tabular Data (Csv) | data file | Download |
| 8 | Lycoming Service Bulletin 412B. | PDF, 2 pages | View Download |
| 9 | Photo 1: Number 3 Cylinder with the Intake Pushrod Bent. | PDF, 1 page | View Download |
| 10 | Photo 2: Gap in the Rocker Arm Fulcrum, Showing the Stud. | PDF, 1 page | View Download |
| 11 | Photo 3: Picture of the Rocker Arm Nut and Stud Still Connected. | PDF, 1 page | View Download |
| 12 | Photo 4: Rocker Arm Rail - L Stamped. | 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.