Cessna 175 accident near Oklahoma City, Oklahoma, September 10, 1994
On September 10, 1994 at about 6:26 pm local time, a Cessna 175, registered N7554M, was substantially damaged in an accident near Oklahoma City, Oklahoma (Downtown Airpark airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
IMPROPER MAINTENANCE OF THE ENGINE BY UNKNOWN PERSON(S), THE INSTALLATION OF UNAPPROVED PARTS, AND SUBSEQUENT BEARING SEIZURE. THE LACK OF SUITABLE TERRAIN IN THE FORCED LANDING AREA WAS A RELATED FACTOR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 10, 1994 · about 6:26 pm local time
- Place
- Oklahoma City, Oklahoma · Downtown Airpark · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 175 · all 175s on the register
- Registration
- N7554M · no longer on the register · serial 55854
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WITNESSES REPORTED THAT DURING THE TAKEOFF INITIAL CLIMB, ENGINE SOUNDS CEASED AND THE PROPELLER STOPPED IN A VERTICAL POSITION. THE AIRPLANE TOUCHED DOWN ON A GRASSY AREA BEYOND THE DEPARTURE END OF THE RUNWAY; AFTER TRAVERSING ROUGH AND UNEVEN TERRAIN, IT ENCOUNTERED A DIRT BANK AND BECAME AIRBORNE. THE AIRPLANE THEN DESCENDED INTO A 25' DEEP RAVINE. AN EXAMINATION REVEALED THE ENGINE WAS BINDING DURING ROTATION AND THE FRONT REDUCTION GEAR CASE WAS REMOVED. THE PROPELLER SHAFT THRUST BEARINGS FIT LOOSELY ABOUT THE JOURNAL, EXHIBITED SCRATCHES, AND WERE NOT THE CORRECT BEARINGS. BOTH THE PROPELLER DRIVER GEAR FRONT BEARING AND REAR BEARING WERE SOLID BRASS BEARINGS. THE MANUFACTURER PRINT SPECIFICATIONS FOR THESE BEARINGS LISTED A STEEL BACKED SPLIT BEARING. THE FRONT BEARING WAS SEIZED TO THE PROPELLER DRIVE GEAR. THE CRANKCASE AND THE FORWARD GEAR CASE EXHIBITED GALLING AND METAL DEBRIS, WHICH WAS IDENTIFIED AS ALUMINUM FROM THE MAIN GEAR CASE. THE ENGINE MAIN BEARINGS AND ROD BEARINGS EXHIBITED SCRATCHES.
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
- Flight time: 440 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental GO-300-C (piston); 0 hours total
The flight
- Departed from: 2DT at 6:24 pm
- Destination: 2DT OK
- Flight plan: none
- Runway 16, 3,240 ft by 85 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 10 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 7:56 pm from OKC, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.