Cessna 172M accident near Witter, Arkansas, September 13, 1995
On September 13, 1995 at about 7:30 am local time, a Cessna 172M, registered N61899, was destroyed in an accident near Witter, Arkansas. It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
failure of the pilot to maintain sufficient altitude/clearance from high/wooded terrain. Factors relating to the accident were: darkness, high terrain, and foggy weather conditions. Also, the pilot's use of Methamphetamine (not approved by the FAA) was a possible factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 13, 1995 · about 7:30 am local time
- Place
- Witter, Arkansas · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N61899 · no longer on the register · serial 17264879
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight originated during early morning hours, and the airplane was reported missing at 0930; it was found atop a heavily wooded mountain ridge. A ground witness who lived near the accident site reported that there was heavy fog in the vicinity during the early morning hours. Investigation revealed that the airplane had collided with trees. It then descended through the trees for approximately 420 feet until it struck the ground and came to rest inverted. Examination of the airplane and engine revealed no evidence of a malfunction that would have contributed to the accident. Toxicology tests of the pilot's blood showed a low level (0.365 mcg/ml) of Methamphetamine and 25 mg/dl Ethanol. There was evidence that the Ethanol was due to post-mortem production. A test of the pilot's urine showed 0.059 mcg/ml Tetrahydrocannabinol Carboxylic Acid (inactive metabolite of marijuana), but none was detected in his blood. According to an FAA regional flight surgeon, the level of an inactive metabolite in the pilot's urine indicated that he had been under the influence of marijuana sometime in the past. Methamphetamine is a stimulant that is not approved by the FAA for use while operating an aircraft.
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: 249 hours in all; 1 in the last 90 days; 1 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: HOT Hot Springs AR at 6:30 am
- Destination: ASG Fayettville AR
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Sky: not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.