Cessna 172K accident near Salisbury, Connecticut, September 20, 2025
On September 20, 2025 at about 9:33 pm local time, a 1968 Cessna 172K, registered N78938, was substantially damaged in an accident during landing near Salisbury, Connecticut. It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 20, 2025 · about 9:33 pm local time
- Place
- Salisbury, Connecticut · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172K, built 1968 · all 172Ks on the register
- Registration
- N78938 · registry record · serial 17257794
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On September 20, 2025, about 1733 eastern daylight time, a Cessna 172K, N78938, was substantially damaged when it was involved in an accident near Salisbury, Connecticut. The flight instructor and pilot receiving instruction sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The flight instructor reported that after departing they climbed to 7,000 ft mean sea level (msl) and had been in cruise flight for about 10 minutes when the engine rpm dropped about 100 rpm. The flight instructor turned on the carburetor heat and the engine rpm continued to drop to about 1,400 rpm as the airplane began to descend. The engine then began to “pulsate” between 1,400 and 2,000 rpm until the airplane reached about 3,500 ft msl, when the engine then experienced a total loss of power. The flight instructor reported the issue to air traffic control as soon as he noticed the engine rpm issues and was informed that the closest airport was 20 miles away. The flight instructor noted that they were flying above a racetrack and decided that would be the safest place to conduct the forced landing. He completed the “rough running engine in flight” and “engine failure during flight” checklists but was unable to restore engine power. The flight instructor subsequently conducted a forced landing to the racetrack. The airplane impacted a guardrail, which resulted in substantial damage to the engine mounts and fuselage. The airplane was retained for further examination.
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
- Collision with terrain or object (not controlled flight into terrain) during landing defining event
The aircraft
- Seats: 4
- Landing gear: fixed
- Operator: Wings Over Texas Holdings LLC
The flight
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 45°F (7°C)
- Altimeter: 30.27 inHg
- Observation at 12:53 pm from KPOU, 29 miles away
Weather report (METAR): METAR KPOU 201653Z 00000KT 10SM CLR 21/07 A3027 RMK AO2 SLP248 T02060072
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.