Cessna 172RG accident near Astatula, Florida, January 5, 1990
On January 5, 1990 at about 1:30 pm local time, a Cessna 172RG, registered N6290R, was substantially damaged in an accident near Astatula, Florida. 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
LOSS OF ENGINE POWER FOR AN UNDETERMINED REASON DURING A SIMULATED FORCED LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 5, 1990 · about 1:30 pm local time
- Place
- Astatula, Florida
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG · all 172RGs on the register
- Registration
- N6290R · no longer on the register · serial 172RG0150
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING AN INSTRUCTIONAL FLIGHT, THE INSTRUCTOR (CFI) POSITIONED THE FUEL SELECTOR FROM BOTH TO THE LEFT TANK, THEN REDUCED THE THROTTLE TO IDLE, SIMULATING ENG FAILURE. THE STUDENT PERFORMED THE EMERGENCY PROCEDURES TO SIMULATE RESTARTING THE ENG, TO INCLUDE POSITIONING THE FUEL SELECTOR TO BOTH. THE STUDENT MANEUVERED THE ACFT TO THE SELECTED LANDING AREA. AT ABOUT 300 FT AGL, THE CFI WAS ASSURED THAT THE STUDENT COULD HAVE LANDED IN THE SELECTED AREA, SO HE TOOK CONTROL OF THE ACFT & RAISED THE FLAPS TO 20 DEGS. DURING THE CLIMB OUT AT ABOUT 400 FT, THE ENG QUIT RUNNING. THE EMERGENCY CHECKLIST WAS FOLLOWED, BUT THE ENG WOULD NOT RESTART. DURING A FORCED LANDING IN A FIELD, THE ACFT NOSED OVER AFTER TOUCHDOWN. AN EXAM OF THE ENG REVEALED NO EVIDENCE OF A PREIMPACT PART FAILURE OR MALFUNCTION. WHEN CHECKED AFTER THE ACDNT, THE ENG OPERATED NORMALLY TO ABOUT 1500 RPM, BUT WAS NOT OPERATED TO A HIGHER RPM DUE TO DAMAGE TO THE PROP. THE FUEL SELECTOR HANDLE WAS ROTATED & FOUND TO BE WORN, MAKING THE DETENT DIFFICULT TO LOCATE.
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; instrument: airplane
- Flight time: 800 hours in all; 50 in this make and model; 248 in the last 90 days; 78 in the last 30 days; 721 as pilot in command; 578 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
The flight
- Departed from: FXE Fort Lauderdale FL at 12:20 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 100° at 13 knots
- Visibility: 5 statute miles
- Sky: overcast at 6,000 ft; scat at 700 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Observation at 2:52 pm from PBI, 37 miles away
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.
Other NTSB records under N6290R 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.