Cessna Aircraft CO 162 accident near Cross City, Florida, June 6, 2014
On June 6, 2014 at about 10:50 pm local time, a 2011 Cessna Aircraft CO 162, registered N6017R, was substantially damaged in an accident during landing (flare/touchdown) near Cross City, Florida (Cross City airport). It was an instructional 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 student pilot's improper landing flare, which resulted in a hard landing and the collapse of the nose landing gear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 6, 2014 · about 10:50 pm local time
- Place
- Cross City, Florida · Cross City · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna Aircraft CO 162, built 2011
- Registration
- N6017R · no longer on the register · serial 16200140
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student pilot was conducting a solo cross country flight. While landing at the destination airport, he allowed the nose landing gear to contact the runway first, which resulted in its subsequent collapse. Postaccident examination of the airplane by a Federal Aviation Administration inspector revealed substantial damage to the engine firewall. The student pilot stated there were no mechanical malfunctions or anomalies of the airplane that would have precluded normal operation.
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
- Abnormal runway contact during landing (flare/touchdown) defining event
- Landing gear collapse during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Student/instructed pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Not attained/maintained
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Student/instructed pilot
Dual student
- Certificate: student
- Flight time: 50 hours in all; 50 in this make and model; 40 in the last 90 days
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,321 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor O-200 (piston); 0 hours total
- Operator: Gau Air LLC
The flight
- Departed from: X04 Apopka FL
- Destination: CTY Cross City FL
- Flight plan: not recorded
- Runway Unk, 5,001 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 10 knots
- Sky: clear
- Temperature: 84°F (29°C), dew point 72°F (22°C)
- Altimeter: 29.92 inHg
- Observation at 10:53 pm from CTY
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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 N6017R 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.