Cessna 172K accident near Olathe, Kansas, April 6, 1997
On April 6, 1997 at about 7:17 pm local time, a Cessna 172K, registered N46311, was substantially damaged in an accident near Olathe, Kansas (Johnson County Executive airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper inflight planning/decision and exceeding the airplane recommended crosswind component. Factors associated with this accident were the weather conditions of a high wind, gusts, and a crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 6, 1997 · about 7:17 pm local time
- Place
- Olathe, Kansas · Johnson County Executive · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172K · all 172Ks on the register
- Registration
- N46311 · no longer on the register · serial 17257178
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing approach the pilot told ATC that the surface winds were '...near [the] recommended maximum for my plane... .' He said he told the controller he could divert to an airport which he specified. The pilot said the controller told him the winds at the airport he specified were worse. The pilot continued the landing. According to the pilot, the airplane was '...immediately pushed [to] the right by [a] gust... .' The airplane crossed runway 36 onto loping terrain where the airplane nosed over.' The winds were from 290 degrees at 19 knots gusting to 31 knots. An airport about 13 miles west of the accident airport had an East-West runway. The pilot said he didn't use that airport because he thought the same wind conditions existed there as the airport he had asked the controller about. The crosswind component for the airplane is 15 miles per hour (mph). The existing crosswind component during the landing was 18 knots (22 mph).
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: private
- Ratings: single-engine land
- Flight time: 181 hours in all; 147 in this make and model; 10 in the last 90 days; 7 in the last 30 days; 137 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,960 hours
- Last inspection: annual inspection, October 15, 1996; 14 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: HBZ Heber Springs AR at 4:12 pm
- Destination: OJC
- Flight plan: none
- Runway 36, 4,099 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 19 knots, gusting 31
- Visibility: 10 statute miles
- Sky: broken clouds at 4,900 ft; not recorded
- Temperature: 46°F (8°C), dew point 27°F (-3°C)
- Altimeter: 29.00 inHg
- Observation at 7:15 pm from OJC, 1 miles away
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.