Champion 7GC accident near Haskell, Oklahoma, October 1, 2025
On October 1, 2025 at about 5:45 pm local time, a 1959 Champion 7GC, registered N621E, was substantially damaged in an accident during landing (landing roll) near Haskell, Oklahoma (Haskell airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot’s excessive braking during the landing roll, which resulted in a nose over. Contributing to the accident was the pilot’s lack of experience with the recently installed brakes and tundra tires.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 2025 · about 5:45 pm local time
- Place
- Haskell, Oklahoma · Haskell · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Champion 7GC, built 1959 · all 7GCs on the register
- Registration
- N621E · registry record · serial 7-GC-46
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during the landing roll on the dry grass strip, he was making corrections with the brakes and the airplane nosed over, coming to rest inverted. The pilot assumed that he was “a bit too aggressive” with the brakes. The airplane sustained substantial damage to the right wing strut and the rudder. The pilot reported there were no preimpact mechanical malfunctions or failures with the airframe or the engine that would have precluded normal operation. The pilot further reported that the accident could have been prevented by “less or no excessive braking” during the landing roll. About 25 days (9.3 hours) before the accident, the airframe was modified with different landing gear legs, wheels, and brakes. Additionally, tundra tires were installed. The pilot reported that he thought he had become familiar with the recent modifications, but the nose over revealed that he probably wasn’t as familiar with the braking capability of the tundra tires as he thought he was. According to FAA Advisory Circular Systems and Equipment Guide for Certification of Part 23 Airplanes and Airships 23-17C, tundra tire installations on airplanes may reduce brake effectiveness during a braked landing and may result in an increased tendency to nose over during landing. The Airframes Alaska Installation Instructions and Instructions for Continued Airworthiness for Alaskan Bushwheel Tundra Tires ABI-Tire-ICA discusses post-installation testing and states: Always stay within the aircraft manufacturer’s limits. When your tundra tire installation is complete and inspected, and the brakes are safe, verify the function, ability, and adequacy of the whole system by conducting ground and air practice/comparison test runs at a safe area/altitude at your gross weight. Make note of any operational differences and include these in your flight planning, decision making, and operating techniques.
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
- Nose over/nose down during landing (landing roll)
- Loss of control on ground during landing (landing roll) defining event
- Miscellaneous/other during landing (landing roll)
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- Personnel issues › Experience/knowledge › Experience/qualifications › Total experience w/ equipment › Pilot
- Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
- Aircraft › Aircraft systems › Landing gear system › Brake › Incorrect use/operation
- Aircraft › Aircraft systems › Landing gear system › (general) › Incorrect use/operation
Pilot
- Certificate: airline transport pilot, flight instructor, remote, sport pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: gyroplane; instructor: instrument airplane; instrument: airplane; rotorcraft: gyroplane; rotorcraft: unmanned (suas)
- Flight time: 4,550 hours in all; 128 in this make and model; 47 in the last 90 days; 29 in the last 30 days; 3,800 as pilot in command; 3,000 on instruments
- Last flight review: September 2, 2024
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 2,150 hours
- Last inspection: annual inspection, September 6, 2025; 9.3 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming Engines O-320-A2B (piston); 635 hours total
The flight
- Departed from: HRO Harrison AR at 4:08 pm
- Destination: 2K9 Haskell OK
- Flight plan: none
- Runway 17/3, 3,710 ft by 30 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 57°F (14°C)
- Altimeter: 30.09 inHg
- Observation at 12:35 pm from KOKM, 17 miles away
Weather report (METAR): KOKM 011735Z AUTO 00000KT 10SM CLR 28/14 A3009 RMK AO2 T02840144
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN26LA002.