Cessna 172RG accident near Del Mar, California, September 21, 2002
On September 21, 2002 at about 9:50 pm local time, a Cessna 172RG, registered N6303V, was substantially damaged in an accident near Del Mar, California. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to failure of the number three connecting rod cap. Also causal was the failure of the pilot of a previous flight to report an engine overspeed event precluding the performance of the appropriate maintenance inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 21, 2002 · about 9:50 pm local time
- Place
- Del Mar, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG · all 172RGs on the register
- Registration
- N6303V · registry record · serial 172RG0615
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane made an off airport forced landing following a loss of engine power. The pilot reported that approximately 20 minutes after takeoff, the engine stopped, and he made a forced landing in a dirt field. During the landing roll, the nose wheel fell into a culvert, which resulted in substantial damage to airframe structural members. The previous night, another pilot reported an "rpm bump" to maintenance personnel. They discovered a leak in the oil cooler return line and it was repaired. It was later determined that the rpm topped out at over 3,000 rpm, which requires engine disassembly and inspection in accordance with the applicable overhaul manual by Textron Lycoming Service Bulletin (SB) 3691. The SB defines an overspeed as an increase of no more than 10 percent of rated engine rpm for a period not exceeding 3 seconds. In Chart 11 of SB 3691, the engine overspeed described was greater than 10 percent, which requires engine disassembly and inspection in accordance with the applicable overhaul manual. The maximum rated speed on the engine was 2,970 rpm. The rod cap separated from the rod on the number 3 cylinder. Pieces of metal were throughout the interior of the engine.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 6,692 hours in all; 110 in this make and model; 144 in the last 90 days; 62 in the last 30 days; 6,600 as pilot in command; 999 on instruments
- Last flight review: March 26, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,900 hours
- Last inspection: 100-hour inspection, September 10, 2002; 30 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-FIA6 (piston); 0 hours total
The flight
- Departed from: CRQ Carlsbad CA at 9:30 pm
- Destination: MYF San Diego CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 300° at 8 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 63°F (17°C)
- Altimeter: 29.84 inHg
- Observation at 10:56 pm from NKX, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.