Cessna 172K accident near San Antonio, Texas, April 1, 2011
On April 1, 2011 at about 7:15 pm local time, a Cessna 172K, registered N79286, was substantially damaged in an accident during landing (flare/touchdown) near San Antonio, Texas (San Geronimo Airpark airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The student pilot's inadequate compensation for wind while landing in gusty wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 1, 2011 · about 7:15 pm local time
- Place
- San Antonio, Texas · San Geronimo Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172K · all 172Ks on the register
- Registration
- N79286 · registry record · serial 17258023
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot lost directional control of the airplane while landing in gusty wind conditions. The airplane bounced, and touched back down in the grass alongside of the runway, before the left wing impacted a tree. The airplane’s wings and fuselage sustained substantial damage. The closest weather reporting station was located 15 nautical miles to the southeast of the accident site. Twenty minutes before the accident, the reported wind was from 190 degrees at 12 knots, gusting to 18 knots. The student pilot further reported that there were no mechanical malfunctions or failures with the airplane.
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
- Abnormal runway contact during landing (flare/touchdown)
- Loss of control in flight during landing (flare/touchdown) defining event
- Runway excursion during landing (flare/touchdown)
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
Dual student
- Certificate: student
- Flight time: 14 hours in all; 14 in this make and model; 12 in the last 90 days
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 0 hours total
- Operator: Alamo Aerodyne INC
The flight
- Departed from: 5C1 Boerne TX at 6:45 pm
- Destination: 8T8 San Antonio TX
- Flight plan: none
- Runway 17, 3,000 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 12 knots, gusting 18
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 57°F (14°C)
- Altimeter: 29.79 inHg
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.
Other NTSB records under N79286 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.