Cessna 172K accident near Prestonsburg, Kentucky, November 23, 2002
On November 23, 2002 at about 9:30 pm local time, a Cessna 172K, registered N7192G, was substantially damaged in an accident near Prestonsburg, Kentucky. 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 loss of oil pressure for undetermined reasons, which resulted in a failure of connecting rod end bolts, due to an over temperature condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 23, 2002 · about 9:30 pm local time
- Place
- Prestonsburg, Kentucky · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172K · all 172Ks on the register
- Registration
- N7192G · no longer on the register · serial 17258892
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was in level flight at 3,000 feet, when the engine began to run rough. The pilot cycled the magneto switch and noted no changes in the engine performance. He then observed the oil pressure gauge in the "zero" position. The engine then lost total power, and a forced landing was performed to a field. When the engine was examined, a 2-inch hole in top of the engine crankcase was noted. The connecting rod and camshaft area of the number four cylinder has sustained extreme heating. The bottom half of the connecting rod was bent out of shape, with one of the rod end bolts remaining wedged in the rod end. The other rod end bolt was missing. No evidence of oil leakage was observed. The engine had accumulated about 2,400 hours of operation since it's last overhaul. An annual inspection of the engine was performed about 3 months prior to the accident. A 50-hour inspection, which included servicing the engine with 7 quarts of oil, was conducted 2 days prior to the accident.
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
Flight instructor
- Certificate: flight instructor
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 2,000 hours in all; 500 in this make and model; 400 on instruments
- Last flight review: April 1, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
Dual student
- Flight time: 4 hours in all
- Medical certificate: None (invalid medical for flight)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,700 hours
- Last inspection: annual inspection, March 24, 2002; 72 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: 3I6 Paintsville KY at 9:00 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 9,000 ft
- Temperature: 46°F (8°C), dew point 25°F (-4°C)
- Altimeter: 30.05 inHg
- Observation at 9:51 pm from HTS, 38 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.
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.