Cessna 172N accident near Needles, California, April 23, 1993
On April 23, 1993 at about 3:15 pm local time, a Cessna 172N, registered N6292D, was substantially damaged in an accident near Needles, California (Needles airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 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 due to the failure of the magneto in the ignition system. The magneto failure resulted from the operator's lack of voluntary compliance with the manufacturers suggested overhaul cycle.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 23, 1993 · about 3:15 pm local time
- Place
- Needles, California · Needles · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N6292D · no longer on the register · serial 17272698
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While approaching the destination airport a total loss of engine power was experienced. The pilot made a forced landing on rough terrain and the airplane nosed over about 200 yards short of the runway threshold. An examination of the engine, which had been operated for 2,184 hours since last being overhauled in 1984, revealed its single drive dual Bendix magneto had internally failed. The magneto had a total time of about 4,309 hours and was 14 years old. No log book evidence was found indicating it had ever been overhauled. Internal exam of the magneto revealed that the bearing stack around the rotating magnet shaft was devoid of lubrication and the bearings did not rotate freely. The breaker cam was bluish in color and coked with cam follower material. The cam followers had decreased in size to the point that the points did not open. The operator had performed the last two inspections, and had not complied with Bendix's suggested four year magneto overhaul schedule as published in FAA and Bendix bulletins. The operator stated that he only obtained bulletins when adopted by regulation into airworthiness directives. Bendix reported that bearing lubricants deteriorate beyond their useful life in four years.
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: private
- Ratings: single-engine land
- Flight time: 123 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,309 hours
- Last inspection: 100-hour inspection, January 9, 1993; 84 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
- Operator: Silverwest Aviation
The flight
- Departed from: P06 Bullhead City AZ at 2:30 pm
- Flight plan: none
- Runway 20, 4,802 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
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.
Other NTSB records under N6292D the same tail number, which may have belonged to a different aircraft at the time
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.