Cessna 172P accident near Summersville, West Virginia, August 11, 1996
On August 11, 1996 at about 3:50 pm local time, a Cessna 172P, registered N65632, was destroyed in an accident near Summersville, West Virginia (Summersville (Rader Fld) airport). It was a personal flight under general aviation rules (Part 91). 3 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper flare, his delay in aborting a landing, and his failure to maintain adequate airspeed, which resulted in a bounced landing and a stall during climb out in an attempt to avoid collision with trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 11, 1996 · about 3:50 pm local time
- Place
- Summersville, West Virginia · Summersville (Rader Fld) · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172P · all 172Ps on the register
- Registration
- N65632 · registry record · serial 17275793
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight was on climb out from an aborted landing on runway 04 at Summerville Airport when the airplane descended and struck the ground. According to a witness, during the first approach to land on the 3000 foot long runway, the pilot performed steep, tight turns. On the first landing attempt, the airplane bounced several times and during the aborted landing, the airplane nearly struck a building. The second approach to land was also steep and tight. The airplane again bounced several times and the landing was also aborted. According to witnesses, the airplane did not climb higher than tree-top level on climb out, turned steeply to the crosswind leg, stalled and entered the trees nose down. Another witness reported the engine was running until the ground impact occurred. The airplane struck the ground in a nose down attitude and was consumed in a post crash fire. Examination of the airplane did not disclose evidence of mechanical malfunction. The pilot obtained a private pilot certificate a month before the accident date.
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: 64 hours in all; 6 in this make and model; 3 in the last 30 days; 20 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,509 hours
- Last inspection: 100-hour inspection, July 15, 1996; 20 hours since
- Maximum gross weight: 2,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-D2J (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 12V Milton WV at 2:00 pm
- Destination: I07
- Flight plan: VFR
- Runway 4, 3,013 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: scat at 5,000 ft
- Temperature: 73°F (23°C), dew point 59°F (15°C)
- Altimeter: 30.00 inHg
- Observation at 3:56 pm from KCR, 35 miles away
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.