# NTSB DFW07FA019: Cessna 172S, N53443, Hominy, OK, November 5, 2006 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: November 5, 2006, 01:24 local (07:24 UTC) - Place: Hominy, OK - Coordinates: 36.461112, -96.495552 - Nearby events: https://openairdocs.org/map.md?lat=36.4611&lon=-96.4956&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal, 2 serious - Status: Completed, report July 25, 2007 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 64814 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DFW07FA019 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64814/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=64814 - Page: https://openairdocs.org/ntsb/DFW07FA019 ## Probable cause The pilot's continued cruise flight into adverse weather conditions, and his failure to maintain clearance from terrain. Contributing factors were the dark night conditions, and the low ceilings. ## Analysis Dark night instrument conditions prevailed throughout the area when the non-instrument rated private pilot elected to initiate the 114-nautical mile cross-country flight to his home station. There were no witnesses to the accident. The moon illumination on the night of the accident was reported as full moon; however, there was an overcast sky, and visibility was reduced due to rain and the cloud layer. Additionally, the unpopulated terrain over the route of flight provided little illumination for ground references. Search and rescue operations were hampered due to IFR conditions in the area, and the wreckage was not located for 4 hours and 29 minutes following the accident. The investigation revealed that the pilot had accumulated a total of 4.1 hours of night time, and 4.0 hours of simulated instrument time. The single-engine airplane impacted the ground on a heading of 240-degrees, coming to rest in inverted, 501-feet from the initial impact point. Ground scars, and damage sustained by the airframe, were consistent with the airplane impacting the ground in the cruise configuration in a near level flight attitude. The flaps were found in the fully retracted position. No anomalies were found with the airframe or the engine that could have prevented normal flight operations. Flight and engine control continuity was established at the accident site. ## Factual narrative HISTORY OF FLIGHT On November 5, 2006, at 0124 central standard time, a single-engine Cessna 172S airplane, N53443, was destroyed upon impact with terrain during cruise flight near Hominy, Oklahoma. The non-instrument rated private pilot and one passenger were fatally injured and two passengers were seriously injured. One of the injured passengers was able to use his cellular phone to make a call to 911and the local authorities were able to initiate a search for the aircraft. The remains of the aircraft were located at 0541. The airplane was owned and operated by Yingling Aviation, Inc., of Wichita, Kansas. Night visual meteorological conditions prevailed throughout the area for 14 Code of Federal Regulations Part 91 personal flight. A visual flight rules (VFR) flight plan was filed for the 114-nautical mile night cross-country flight that originated from the Tulsa International Airport (KTUL),near Tulsa, Oklahoma, at 0100, with the Wichita Mid-Continent Airport (KICT) near Wichita, Kansas, as its intended destination. According to information provided by air traffic control, the airplane was observed on radar at 0122 at an altitude of 1,200 feet mean sea level (MSL) traveling on a heading of 294 degrees on a course that would have placed the airplane on the planned route of flight using Ponca City Regional Airport (KPNC), near Ponca City, Oklahoma, as a waypoint; however. The airplane collided with terrain approximately 22.9 nautical miles northwest of KTUL. The elevation at the initial point of impact was a measured 1,015 feet MSL. There were no eyewitnesses to the accident. The flight was conducted as a personal flight. The purpose of the flight was for all of the occupants of the airplane to attend a musical concert in Tulsa, Oklahoma, with the intent to return to Wichita at the conclusion of the concert. The investigation revealed that there was no apparent sense of urgency to return to the home airport the night of the accident. It was also learned that the airplane was not scheduled for a flight the next morning and none of the 4 occupants had any urgent needs to justify the late night return flight. PERSONNEL INFORMATION The private pilot held ratings for airplane single-engine land and had received his certificate on August 30, 2006. He was reported to have accumulated a total of 61-hours of flight time , which included 14-hours of solo/pilot in command time, 10-hours of cross country time, 4.1-hours of night time, and 4.0-hours of simulated instrument time. The pilot's last class 3 medical certificate was issued in November 2005. The pilot was the recipient of the first scholarship award from the combined program from the Yingling Aviation Company and Cessna Aircraft to achieve a private pilot’s certificate. The pilot's father, who was occupying the right front seat of the airplane, had flown as a student pilot in previous years; however, he never received a pilot certificate. Both passengers in the rear seats survived the accident and were critically injured, but remained conscious during the search and rescue. One of the passengers called 911 using his personal cellular phone and reported the crash and remained in contact with the local authorities until they were found. The statements of both surviving passengers contain similar accounts of the mishap. AIRCRAFT INFORMATION The single-engine aircraft was purchase new by the current owner on May 21, 2003. Total time recorded in the airframe maintenance records was 2,373.8 hours as of the last maintenance performed on November 2, 2006. A review of the engine maintenance records revealed a total time on the engine of 2,338.7 hours at the time of completion of the phase 1 maintenance inspection on October 20, 2006, and was the original engine that was delivered with the aircraft. The 2003-model airplane, serial number 172S9370, was equipped for flight into night and instrument flight conditions. The airplane was reported to have been equipped with a factory installed autopilot system. The operation of the auto pilot during the impact sequence could not be determined due to impact damage. The auto pilot circuit breaker was found "popped." The airplane was also equipped with a panel mounted GPS, which did not have the capability to retain memory. METEOROLOGICAL INFORMATION Weather from KTUL was reported at 0053 to be winds at 120 degrees at 6 knots with visibility of 8 statute miles, overcast ceiling at 3,600 feet, temperature of 12 degrees Centigrade and dew point 9 degrees centigrade with an altimeter setting of 30.17 inches of Mercury. The initial weather briefing received at 12:05 AM from the Wichita flight service station indicated a scattered layer of clouds at 2,800 feet and an overcast layer at 3,400 feet with visibility 10 statute miles, surface winds were reported from 180 degrees and 10 knots, with light rain falling the local Tulsa area. Moon illumination was reported to be a full moon. The overcast sky condition, reduced visibility due to rain and the scattered cloud layer, as well as the unpopulated terrain over the route of flight from Tulsa to Ponca City presented little illumination for ground references or a visible horizon. Local police helicopter support for search and rescue operations was delayed due to IFR conditions with their helicopter only being equipped for flight in VFR conditions. WRECKAGE AND IMPACT INFORMATION The airplane impacted the ground on a measured heading of 240-degrees, coming to rest in the inverted position on a measured magnetic heading of 010-degrees a measured distance of 501-feet from the initial impact point. Ground signatures, ground scars, and damage sustained by the airframe were consistent with ground impact at a near level flight attitude. From the initial impact point to the final resting point were portions of the left wing, the oil service access door, assorted pieces of windshield Plexiglas, landing gear fairing , engine cowling and the nose gear assembly that was scattered over a 450 feet debris path. Examination of the wreckage was consistent with a normal running engine and the airplane was found to be configured for cruise flight. Flight control continuity was established at the accident site. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was requested and performed by the Office of the Chief Medical Examiner in Tulsa, Oklahoma. The reported cause of death was stated as blunt force trauma to the head and chest. Toxicological testing on the pilot was performed by the FAA's Civil Aeromedical Institute (CAMI) Forensic Center, Oklahoma City, Oklahoma, for carbon monoxide, cyanide, volatiles, and tested drugs. Test results were negative. FIRE There was no in-flight or post impact fire. SURVIVAL ASPECTS Both passengers in the rear seats survived the accident and were critically injured, but remained conscious during the search and rescue. One passenger called 911 using his personal cell phone and reported the crash and remained in contact until they were found. The statements of both surviving passengers contained similar accounts of the mishap. During the first attempt to fly back to Wichita, the aircraft flew into instrument meteorological conditions (IMC), including dense clouds and turbulence. The surviving passengers reported that the pilot "did not like the weather conditions" and decided to return to the Tulsa Airport. Once on the ground, the pilot checked the weather once again and told the passengers that he would try again and fly a different route of flight. The pilot explained that his new route of flight would be perpendicular to the storm line and would take them through the weather much faster. The surviving passengers confirmed that during the mishap flight, the aircraft again flew into dense clouds and turbulence. The pilot was overheard to say he didn’t like what he was flying into. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, cruise - flight into adverse weather - continued, pilot in command (cause) - light condition - dark night (contributing factor) - weather condition - low ceiling (contributing factor) - altitude/clearance - not maintained, pilot in command (cause) - terrain condition - ground ## Aircraft - Registration: [N53443](https://openairdocs.org/deregistered/N53443-2006-12-08), registration cancelled 2006-12-08, S/N 172S9370, built 2003 (OpenAirDocs) - Reported make and model: Cessna 172S - Registry model: [Cessna 172S](https://openairdocs.org/model/cessna-172s) (registry code 2072439) (OpenAirDocs) - Registry engine: [Lycoming IO-360-L2A](https://openairdocs.org/engine/lycoming-io-360-l2a) (registry code 41597, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 172S9370 - Airframe hours: 2374 - Engines: Lycoming IO-360-L2A 180 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Yingling Aircraft, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, October 1, 2006, 41 hours before - Departed: KTUL, Tulsa, OK - Destination: KICT, Wichita, KS - Flight plan: VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 17; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review August 1, 2006; seat: left; toxicology performed; flight hours: 61 total, 61 in this make and model, 16 as pilot in command, 7 in the last 90 days, 2 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 120° at 6 knots - Visibility: 8 statute miles - Lowest ceiling: 3,600 ft overcast - Temperature: 54 °F, dew point 48 °F - Altimeter: 30.17 inHg - Observed at: KTUL, 23 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20061105024239A](https://openairdocs.org/incident/20061105024239A), Nov 5, 2006: Cessna 172S, Hominy, OK, Destroyed, 2 fatal. (-23) Aircraft departed tul about 0100 local time with a destination of ict. About 22 minutes after takeoff the aircraft was last spotted on radar on a heading… ## Docket (22 files) The files NTSB released with the investigation on May 30, 2007, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=64814. 20.3 MB in all. - Passenger Statement 1 (item 1, .PDF, 12 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276537&FileExtension=.PDF&FileName=Passenger%20Statement%201-Master.PDF - Passenger Statement 2 (item 2, .PDF, 12 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276538&FileExtension=.PDF&FileName=Passenger%20Statement%202-Master.PDF - Charts of Accident Area - Satellite view of flight path and wreckage site (item 3, .PDF, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276812&FileExtension=.PDF&FileName=Charts%20of%20Accident%20Area%20-%20Satellite%20view%20of%20flight%20path%20and%20wreckage%20site-Master.PDF - Maps of Accident Area (item 4, .PDF, 156 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276814&FileExtension=.PDF&FileName=Maps%20of%20Accident%20Area-Master.PDF - Maps or Charts of Accident Area, Wreckage Diagrams - Radar track (item 5, .PDF, 899 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40277173&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams%20-%20Radar%20track-Master.PDF - Weather Reports and Records (item 6, .PDF, 198 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276817&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Transcript of Radio Communications - Flight Service (item 7, .PDF, 680 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404152&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications%20-%20Flight%20Service-Redacted.PDF - Reports from Local Agencies - Osage County Police (item 8, .PDF, 283 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404153&FileExtension=.PDF&FileName=Reports%20from%20Local%20Agencies%20-%20Osage%20County%20Police-Redacted.PDF - Reports from Parties to the Investigation - Cessna (item 9, .PDF, 96 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404154&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20-%20Cessna-Redacted.PDF - Reports from Parties to the Investigation - Lycoming (item 10, .PDF, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404155&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20-%20Lycoming-Redacted.PDF - Other Pertinent Report - Operator Statement (item 11, .PDF, 2.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276835&FileExtension=.PDF&FileName=Other%20Pertinent%20Report%20-%20Operator%20Statement-Redacted.PDF - Toxicological Report (item 12, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276836&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 13, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404157&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Photo 1 Initial Impact point (item 14, .PDF, 748 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276823&FileExtension=.PDF&FileName=Photo%20%201%20Initial%20Impact%20point-Master.PDF - Photo 2 Debris path at mid point (item 15, .PDF, 749 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276824&FileExtension=.PDF&FileName=Photo%202%20Debris%20path%20at%20mid%20point-Master.PDF - Photo 3 Final resting point (item 16, .PDF, 907 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276825&FileExtension=.PDF&FileName=Photo%203%20Final%20resting%20point-Master.PDF - Photo 4 12 o'clock position (item 17, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276826&FileExtension=.PDF&FileName=Photo%204%2012%20o%27clock%20position-Master.PDF - Photo 8 o'clock position (item 18, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276827&FileExtension=.PDF&FileName=Photo%208%20o%27clock%20position-Master.PDF - Photo 5 10 o'clock position (item 19, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276828&FileExtension=.PDF&FileName=Photo%205%2010%20o%27clock%20position-Master.PDF - Photo 6 6 o'clock position (item 20, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276829&FileExtension=.PDF&FileName=Photo%20%206%206%20o%27clock%20position-Master.PDF - Photo 7 4 o'clock position (item 21, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276830&FileExtension=.PDF&FileName=Photo%207%204%20o%27clock%20position-Master.PDF - Photo 8 Propeller (item 22, .PDF, 760 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40276831&FileExtension=.PDF&FileName=Photo%208%20%20Propeller-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.