Cessna 172N accident near Turrell, Arkansas, April 7, 1999
On April 7, 1999 at about 3:45 pm local time, a Cessna 172N, registered N5171K, was substantially damaged in an accident near Turrell, Arkansas. 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 total loss of engine power as the result of improper maintenance which led to the number one cylinder intake valve rocker assembly stud bolt backing out rendering the valve inoperative. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 7, 1999 · about 3:45 pm local time
- Place
- Turrell, Arkansas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N5171K · registry record · serial 73998
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While maneuvering at a low altitude, there was a loss of engine power. During the forced landing to a rough/uneven road, the airplane's right main tire exited the road into a muddy ditch. The airplane nosed down in the adjacent soft field. Postaccident investigation revealed that the #1 cylinder intake valve rocker assembly stud bolt was backed out of the hole four turns, allowing the valve to become inoperative. Lycoming service bulletin 412B issued in March 1978, for replacing all rocker arm retaining studs with oversized studs was complied with at the factory before engine S/N L-7296-76 was shipped to Cessna in 1979. The original logbooks were reported lost; therefore, the complete history of the engine could not be verified. A review of reconstructed logbooks revealed that on February 12, 1998, the engine had accumulated '200 to 300 hours' since major overhaul. A 100-hour inspection maintenance entry for September 24, 1998, stated in part: 'Removed #1 cylinder, honed and installed new rings. #1 compression checked 68/80 at ground run. This engine determined to be in an airworthy condition.'
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 single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,100 hours in all; 700 in this make and model; 150 in the last 90 days; 60 in the last 30 days; 1,000 as pilot in command; 700 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 8,019 hours
- Last inspection: annual inspection, March 9, 1999; 16 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
The flight
- Departed from: MO1 Memphis TN at 3:00 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 135° at 10 knots
- Visibility: 15 statute miles
- Sky: not recorded; scat at 15,000 ft
- Temperature: 75°F (24°C), dew point 0°F (-18°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.