Cessna 172RG accident near Kingman, Arizona, November 1, 2004
On November 1, 2004 at about 1:05 am local time, a Cessna 172RG, registered N6140R, was substantially damaged in an accident near Kingman, Arizona (Kingman airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Landing gear extension system component failure resulting in a gear up landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 1, 2004 · about 1:05 am local time
- Place
- Kingman, Arizona · Kingman · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG · all 172RGs on the register
- Registration
- N6140R · no longer on the register · serial 172RG0092
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane landed gear up following a component failure in the airplane's landing gear extension system. As the flight was approaching the airport, the gear was extended, but it failed to lock in the down position. Several attempts using both the normal and emergency extension systems failed to rectify the problem and the instructor decided to land with the gear retracted. Post accident examination revealed that the roller piston and bearing (part numbers 1281019-1 and S1997C7-8) had fallen out of their assembly, thereby allowing the actuator piston assembly to reindex itself on the main gear pivot assembly. This prevented the left main gear from achieving a locked position in the down direction.
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
Flight instructor
- 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: 1,800 hours in all; 188 in this make and model; 250 in the last 90 days; 90 in the last 30 days; 1,740 as pilot in command; 1,100 on instruments
- Last flight review: January 1, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Dual student
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,196 hours in all; 13 in this make and model; 1,109 as pilot in command
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 7,156 hours
- Last inspection: annual inspection, September 10, 2004
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
- Operator: Sheble Aviation
The flight
- Departed from: HND Henderson AZ at 11:35 pm
- Destination: IGM Kingman AZ
- Flight plan: none
- Runway 35, 6,725 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 350° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.94 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.