Cessna 172P accident near Harrah, Oklahoma, May 16, 2007
On May 16, 2007 at about 6:53 am local time, a Cessna 172P, registered N62960, was substantially damaged in an accident near Harrah, Oklahoma (Steciak Strip 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 pilot's failure to compensate for the existing wind conditons while landing. A factor was the crosswind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 16, 2007 · about 6:53 am local time
- Place
- Harrah, Oklahoma · Steciak Strip Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N62960 · registry record · serial 172753368
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 3,500-hour commercial pilot lost directional control of the single-engine airplane while landing on a dry 2,375-foot-long, by 60-foot-wide turf runway. The pilot reported that as he touched down on runway 35, he felt the airplane "pull slightly to the left." He added that "I thought something was stopping the left wheel, felt like a flat." He then applied full right rudder and right brake with no response. The Federal Aviation Administration (FAA) inspector that traveled to the scene of the accident reported that evidence on the runway indicated that the airplane landed left of centerline and contacted vegetation. The airplane then departed the runway on the left side and the left wing tip collided with trees. The inspector indicated that he did not find any mechanical anomalies or discrepancies with the airplane or any of its systems. Weather reported 10 miles to the southwest of the airport included winds from 040 degrees at 06 knots, few clouds at 17,000 feet, scattered clouds at 25,000 feet, 10 miles visibility, temperature of 22 digress Celsius, dew point of 07 degrees Celsius, and an altimeter setting of 30.24 inches of Mercury.
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; single-engine sea; instrument: airplane
- Flight time: 3,500 hours in all; 1,900 in this make and model; 17 in the last 90 days; 17 in the last 30 days; 2,500 as pilot in command
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: PWA Bethany OK at 8:00 pm
- Destination: 10L2 Harrah OK
- Flight plan: none
- Runway 35, 2,375 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 17,000 ft
- Temperature: 72°F (22°C), dew point 45°F (7°C)
- Altimeter: 30.23 inHg
- Observation at 7:55 pm from KTIK, 10 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.
Other NTSB records under N62960 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.