Cessna 172RG accident near Fort Smith, Arkansas, September 12, 1999
On September 12, 1999 at about 1:30 am local time, a Cessna 172RG, registered N9724B, was substantially damaged in an accident near Fort Smith, Arkansas (Fort Smith Regional airport). It was a personal flight 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 failure of the electric pump motor/hydraulic power pack resulting in the collapse of the right main landing gear upon landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 12, 1999 · about 1:30 am local time
- Place
- Fort Smith, Arkansas · Fort Smith Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG · all 172RGs on the register
- Registration
- N9724B · no longer on the register · serial 172RG0994
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane's right main landing gear collapsed upon landing. According to the pilot, he was flying on an IFR flight plan from Oklahoma City, Oklahoma, to Little Rock, Arkansas, when the 'oil pressure went beyond the green range.' He diverted to Fort Smith, Arkansas, and when he extended the landing gear, the 'indicator light did not come on.' He executed a low flyby over the airport to allow the controllers in the control tower to try to determine if the landing gear was extended. The tower controllers verified that the gear was extended, but could not determine if it was in the locked position. Upon landing, the right main landing gear collapsed. Examination of the airplane revealed that the electric pump motor/hydraulic power pack had failed. The electric pump motor/hydraulic power pack was replaced, and the gear system operated within manufacturer's specifications.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 515 hours in all; 1 in this make and model; 9 in the last 90 days; 1 in the last 30 days; 439 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,462 hours
- Last inspection: annual inspection, November 13, 1998; 232 hours since
- Maximum gross weight: 2,658 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
- Operator: Flight Works INC.
The flight
- Departed from: PWA Oklahoma City OK at 11:45 pm
- Destination: LIT Little Rock AR
- Flight plan: IFR
- Runway 25, 8,000 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 360° at 10 knots, gusting 18
- Visibility: 10 statute miles
- Sky: broken clouds at 11,000 ft; clear
- Temperature: 70°F (21°C), dew point 64°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.
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.