Cessna 172M accident near Hammond, New York, July 21, 2012
On July 21, 2012 at about 7:30 pm local time, a Cessna 172M, registered N6778H, was substantially damaged in an accident during landing (landing roll) near Hammond, New York (Private airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain directional control of the airplane while landing in gusting wind conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 21, 2012 · about 7:30 pm local time
- Place
- Hammond, New York · Private · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N6778H · no longer on the register · serial 17265578
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, the airplane encountered a strong gust of wind during takeoff that pushed the airplane to the left of the landing strip. After departing the landing strip, the nose gear collapsed, which resulted in substantial damage to the left wing. The pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. The pilot reported the wind at the airstrip around the time of the accident to be from 270 degrees at 10 knots with gusts at 20 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
What happened, in order
- Other weather encounter during landing (landing roll)
- Loss of control on ground during landing (landing roll) defining event
- Runway excursion during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- cause Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Response/compensation
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 1,857 hours in all; 41 in this make and model; 1 in the last 90 days; 1 in the last 30 days
- Last flight review: October 21, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 9,672 hours
- Last inspection: 100-hour inspection, May 18, 2012; 75 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 SERIES (piston); 0 hours total
The flight
- Departed from: ART Watertown NY at 7:15 am
- Destination: Hammond NY
- Flight plan: none
- Runway 27, 2,600 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 10 knots, gusting 20
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.