Cessna 172G accident near Okmulgee, Oklahoma, May 9, 1996
On May 9, 1996 at about 10:25 pm local time, a Cessna 172G, registered N202EX, was substantially damaged in an accident near Okmulgee, Oklahoma (Okmulgee airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S CONTINUED OPERATION WITH KNOWN DEFICIENCIES IN THE AIRPLANE AND THE PILOT'S AND MAINTENANCE PERSONNEL'S FAILURE TO COMPLY WITH AN AIRWORTHINESS DIRECTIVE RESULTING IN THE MALFUNCTIONING OF A WORN IGNITION SWITCH. A FACTOR WAS TREES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 9, 1996 · about 10:25 pm local time
- Place
- Okmulgee, Oklahoma · Okmulgee · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172G · all 172Gs on the register
- Registration
- N202EX · no longer on the register · serial 17253456
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
En route at 6,000 feet MSL, a total loss of engine power occurred. The airplane was being vectored to the nearest airport when the pilot restarted the engine. The pilot landed without further incident and troubleshooting by the pilot and a mechanic did not reveal any obvious problems. Following 2 ground run-ups, the flight departed the airport and the pilot performed a series of maneuvers at 4,000 feet MSL above the airport. During the on course turn, a total loss of engine power occurred, and the pilot performed a forced landing. The airplane landed short of runway 17, and during the landing flare/touchdown the left wing struck a tree. The last annual inspection was logged on March 5, 1996, and the mechanic stated 'AD's current' with the airplane and engine found to be 'airworthy and approved for return to service.' No mention was made of compliance with AD 76-07-12 which requires a functional check of the ignition switch to be performed every 100 hours. During an engine test run, the engine would operate intermittently through the ignition switch position. Internal points of the switch were worn and exhibited evidence of arcing.
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; instrument: airplane
- Flight time: 1,488 hours in all; 1,000 in this make and model; 40 in the last 90 days; 20 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,924 hours
- Last inspection: annual inspection, March 5, 1996; 38 hours since
- Maximum gross weight: 2,300 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
The flight
- Departed from: OKM at 9:15 pm
- Destination: CRS Corsicana TX
- Flight plan: none
- Runway 17, 4,300 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 18 knots, gusting 31
- Visibility: 10 statute miles
- Sky: broken clouds at 3,000 ft; not recorded
- Temperature: 82°F (28°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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.
Other NTSB records under N202EX 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.