Cessna 172RG accident near Washington, Oklahoma, May 3, 2001
On May 3, 2001 at about 6:00 pm local time, a Cessna 172RG, registered N9696B, was substantially damaged in an accident near Washington, Oklahoma. It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the in-flight fire for an undetermined reason, which resulted in a forced landing. A contributory factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 3, 2001 · about 6:00 pm local time
- Place
- Washington, Oklahoma · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG · all 172RGs on the register
- Registration
- N9696B · no longer on the register · serial 172RG0975
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the flight instructor and pilot receiving instruction, the student was demonstrating a commercial flight maneuver, at 2,100 feet agl, when they smelled an odor similar to "electrical burning." The instructor told the student to terminate the maneuver and return to the airport. While the student was terminating the maneuver, visible smoke appeared in the cabin, and heat was felt coming from beneath the instrument panel. The instructor assumed control of the airplane. The engine was shut down and a forced landing was executed to a field. During the landing, the airplane encountered soft terrain, nosed over and came to rest inverted. A plastic hydraulic reservoir, from the hydraulic power pack, was found melted and laying on the cockpit floor. The hydraulic power pack was examined and functionally tested at Aero Electric Inc., Wichita, Kansas, under supervision of the FAA. According a report from Aero Electric, the power pack and its related components operated within manufacturer's specifications.
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: flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 580 hours in all; 170 in this make and model; 280 in the last 90 days; 110 in the last 30 days; 500 as pilot in command; 280 on instruments
- Last flight review: January 26, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: minor injuries
Dual student
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 205 hours in all; 5 in this make and model; 110 in the last 90 days
- Last flight review: April 22, 2000
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: 100-hour inspection, April 4, 2001; 97 hours since
- Maximum gross weight: 2,658 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
- Operator: Airman Flight School Inc.
The flight
- Departed from: OUN Norman OK at 5:30 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 160° at 16 knots
- Visibility: 10 statute miles
- Sky: scat at 2,900 ft
- Temperature: 79°F (26°C), dew point 63°F (17°C)
- Altimeter: 30.05 inHg
- Observation at 6:53 pm from OUN, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.