Cessna 172M accident near Tuttle, Oklahoma, October 5, 1996
On October 5, 1996 at about 2:30 pm local time, a Cessna 172M, registered N172JF, was substantially damaged in an accident near Tuttle, Oklahoma (Thompson Field). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot to maintain directional control during takeoff roll, which resulted in a ground swerve. Factors relating to the accident were: tall grass along the edges of the runway, and the proximity of the fence, fence posts, and trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 5, 1996 · about 2:30 pm local time
- Place
- Tuttle, Oklahoma · Thompson Field · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N172JF · no longer on the register · serial 17267410
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While approaching to landing at a private airstrip, the airplane's spinner impacted a transmission line; however, the pilot managed to land without further incident. After landing and clearing the 2,300 foot sod airstrip, the pilot checked the airplane for damage. He found only incidental damage to the propeller spinner. After inspecting the engine and completing a full engine runup, the pilot elected to depart the airstrip to the south. The pilot stated that as the airplane approached rotation speed during an up slope takeoff roll, it started to veer to the left, and he was unable to maintain directional control with opposite rudder. Subsequently, the airplane veered off the left side of the strip and impacted fence posts and trees. Witnesses stated that the grass along the edges of the runway was 'long enough to drag a wheel down.' Post-recovery examination of the airframe confirmed flight control continuity to the rudder, elevators and ailerons. Additionally, no anomalies were found with the nose wheel steering mechanism or brake system.
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
- Flight time: 129 hours in all; 29 in this make and model; 1 in the last 90 days; 80 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,445 hours
- Last inspection: 100-hour inspection, October 2, 1996; 15 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: 53OK at 2:28 pm
- Destination: PWA Bethany OK
- Flight plan: none
- Runway 18, 2,300 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 7 knots
- Visibility: 3 statute miles
- Sky: scat at 300 ft
- Temperature: 61°F (16°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 2:56 pm from OKC, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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 N172JF 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.