Cessna R172K accident near Spotsylvania, Virginia, January 5, 2008
On January 5, 2008 at about 8:45 pm local time, a Cessna R172K, registered N758FQ, was substantially damaged in an accident during emergency descent near Spotsylvania, Virginia. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to follow the checklist and failure to achieve the proper touchdown point during a forced landing. Contributing to the accident was a loss of engine power due to a cracked No. 4 top sparkplug insulator, resulting in pre-ignition/detonation and the failure of the No. 2 connecting rod cap due to evacuation of the oil supply.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 5, 2008 · about 8:45 pm local time
- Place
- Spotsylvania, Virginia · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna R172K · all R172Ks on the register
- Registration
- N758FQ · no longer on the register · serial r1723064
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he was on an IFR flight plan at 5,000 feet in VFR conditions, and in radio contact with approach control, when the engine started to run a little rough. A short time later, the pilot smelled fuel fumes and he was unable to determine the source. The pilot informed approach control that he needed to land, initiated a forced landing, and the engine stopped less than a minute later. The pilot stated that he elected not to make a traffic pattern. He used 10 degrees of flaps, the airplane touched down long about halfway down the field at about 90 knots, and collided with a fence and trees. Examination of the forced landing area revealed it was 1,050 feet long and other suitable forced landing areas were available in the immediate vicinity. The Pilot Operators Manual stated full flaps were recommended with an airspeed of 65 knots, and the landing distance required was 610 feet. Examination of the landing area revealed the airplane collided with a 3 to 4-foot tall fence pole 900 feet down the forced landing area before colliding with trees. The airplane traveled 1,100 feet before coming to a stop. The engine was transported to the manufacturer and disassembled. Examination of the engine revealed the No. 4 top spark plug insulator was cracked near the electrode. The No. 4 piston exhibited burn through erosion signatures consistent with a pre-ignition/detonation event allowing excessive crankcase pressure. The oil supply was evacuated through the crankcase breather resulting in the failure of the No. 2 connecting rod cap and loss of engine power.
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 (total) during emergency descent defining event
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- factor Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng oil sys › Not specified
- Environmental issues › Physical environment › Object/animal/substance › Fence/fence post › Not specified
- Environmental issues › Physical environment › Object/animal/substance › Tree(s) › Not specified
- cause Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 2,670 hours in all; 1,000 in this make and model; 4 in the last 90 days; 2 in the last 30 days; 2,570 as pilot in command
- Last flight review: August 1, 2006
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 10,985 hours
- Last inspection: annual inspection, March 1, 2007; 54 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-360-kb4b (piston); 0 hours total
The flight
- Departed from: KHEF Mannasas VA at 8:20 pm
- Destination: KPHF Newport News VA
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 160° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 43°F (6°C)
- Altimeter: 30.29 inHg
- Observation at 8:43 pm from KEZF, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.