Cessna 172 RG accident near Tulsa, Oklahoma, April 13, 1995
On April 13, 1995 at about 9:18 pm local time, a Cessna 172 RG, registered N6394V, was substantially damaged in an accident near Tulsa, Oklahoma (Tulsa International airport). It was a flight of an unrecorded kind 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 PILOT'S IMPROPER EMERGENCY PROCEDURE PREVENTING EMERGENCY GEAR EXTENSION. A FACTOR WAS THE LOSS OF ELECTRICAL ALTERNATOR POWER FOR UNDETERMINED REASONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 13, 1995 · about 9:18 pm local time
- Place
- Tulsa, Oklahoma · Tulsa International
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 RG · all 172 RGs on the register
- Registration
- N6394V · registry record · serial 172RG0656
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT NOTICED THAT THE GEAR UP INDICATOR LIGHT WAS NOT ILLUMINATED AND THAT THE GEAR WAS PARTIALLY EXTENDED. DURING THE SECOND ATTEMPT TO FULLY EXTEND THE GEAR, THE PILOT OBSERVED THE 'GREEN LIGHT' INDICATION IN THE COCKPIT; HOWEVER, THE PILOT THEN 'ELECTED TO CYCLE IT A COUPLE OF MORE TIMES' AND WITH THE GEAR RETRACTED CONTINUED THE FLIGHT. SUBSEQUENTLY, THE PILOT NOTED A REDUCED ELECTRICAL POWER OUTPUT AS THE RADIO LIGHTS HAD FADED IN INTENSITY AND THE AMMETER INDICATED A DISCHARGE. THE PILOT REPORTED REFERRING TO THE OPERATIONS MANUAL FOR EXTENSION OF THE LANDING GEAR; HOWEVER, 'DESPITE 60 TO 70 STROKES, THE GEAR WOULD NOT LOWER.' FOLLOWING THE LANDING, IT WAS DETERMINED THAT THE MAIN GEAR WERE PARTIALLY EXTENDED AND THE NOSE GEAR WAS FULLY EXTENDED WITH STRUCTURAL DAMAGE OCCURRING TO THE FUSELAGE. THE ALTERNATOR CIRCUIT BREAKER WAS 'POPPED' FOR AN UNDETERMINED REASON. FOLLOWING THE ACCIDENT, THE FAA INSPECTOR OBSERVED THE PILOT 'PUMP' THE EMERGENCY GEAR HANDLE 'IN AND OUT.' THE EMERGENCY CHECKLIST STATES PUMP 'PERPENDICULAR TO HANDLE.'
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 4,252 hours in all; 100 in this make and model; 3 in the last 30 days; 4,155 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,590 hours
- Last inspection: annual inspection, February 8, 1995; 50 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-F1A6 (piston); 0 hours total
- Operator: Midcontinent Aircraft Services
The flight
- Departed from: TUL at 6:30 pm
- Destination: TUL
- Flight plan: none
- Runway 18R, 6,101 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 9:54 pm from TUL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.