Cessna 172K accident near Omaha, Nebraska, June 10, 1998
On June 10, 1998 at about 2:10 am local time, a Cessna 172K, registered N758FY, was substantially damaged in an accident near Omaha, Nebraska (North Omaha Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The aircraft modification not being in compliance with the Supplemental Type Certificate. A factor to the accident was the fracture of the landing gear axle during landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 10, 1998 · about 2:10 am local time
- Place
- Omaha, Nebraska · North Omaha Airport
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172K · all 172Ks on the register
- Registration
- N758FY · no longer on the register · serial R1723072
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he made a normal approach to the runway, had a normal touchdown, and the aircraft bounced once during the landing rollout. Approximately 15 to 20 yards into the landing rollout the left axle broke, causing the left gear leg to penetrate into the turf runway. The left wing contacted the ground, aircraft nosed over, and then came to a stop in an inverted position. Pilot stated that he shut down all of the aircraft systems and evacuated the passengers from the aircraft. Post accident investigation showed no indications of a hard landing or significant side-loading applied to the landing gear. The aircraft had been converted into a conventional gear type aircraft under a Supplemental Type Certificate (STC) in June of 1995. Subsequent investigation done by an inspector with the Federal Aviation Administration (FAA) showed that the STC requires that there is an installation of wheel spindles inside the axle assemblies to provide reinforcement. On site investigation, completed by the FAA, indicated that the above noted spindle assemblies were not present at the time of the accident.
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; single-engine sea
- Flight time: 296 hours in all; 195 in this make and model; 16 in the last 90 days; 14 in the last 30 days; 274 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,229 hours
- Last inspection: annual inspection, September 20, 1997; 44 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-360-K (piston); 0 hours total
The flight
- Departed from: Y43 Anita IA
- Destination: 3NO
- Flight plan: none
- Runway 35, 2,480 ft by 60 ft
Weather at the time
- Light: night, bright
- Wind: from 110° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 59°F (15°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 2:52 am from OMA, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.