Cessna 172 accident near Terre Haute, Indiana, April 25, 1996
On April 25, 1996 at about 5:45 pm local time, a Cessna 172, registered N18HZ, was substantially damaged in an accident near Terre Haute, Indiana (Hulman Regional airport). It was a business 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 pilot's improper planning/decision, which resulted in his inadequate compensation (or inability to compensate) for the wind condition. The high/gusty wind condition was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 25, 1996 · about 5:45 pm local time
- Place
- Terre Haute, Indiana · Hulman Regional
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 · all 172s on the register
- Registration
- N18HZ · no longer on the register · serial 17266378
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while taxiing on runway 31, he turned the yoke 45 degrees to the right and forward since the winds were from 100 degrees off the nose to the left. After taxiing about 50 yards, the airplane started to roll forward and the tail began to lift. The tail continued to rise and the propeller struck the pavement. Within seconds, the airplane nosed over on its back. A Cessna taxiing diagram indicated that the proper procedure for taxiing with a left quartering tailwind was with down aileron on the left wing and down elevator. Neither the Pilot's Operating Handbook nor the Federal Aviation Administration's Flight Training Handbook discussed the technique of turning the yoke only 45 degrees. Both publications indicated that the respective aileron should be moved either up or down. The wind was reported to be from 210 degrees at 30, gusting 40 knots.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,125 hours in all; 1,035 in this make and model; 176 in the last 90 days; 76 in the last 30 days; 1,023 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 15,993 hours
- Last inspection: annual inspection, November 30, 1995; 297 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: OWB Owensboro KY at 2:15 pm
- Destination: HUF
- Flight plan: none
- Runway 31, 5,299 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 30 knots, gusting 40
- Visibility: 20 statute miles
- Sky: overcast at 20,000 ft; not recorded
- Temperature: 73°F (23°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 5:45 pm from HUF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.