Cessna 172M accident near Camp Springs, Maryland, October 19, 2000
On October 19, 2000 at about 6:38 pm local time, a Cessna 172M, registered N950ME, was substantially damaged in an accident near Camp Springs, Maryland. 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).
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The NTSB's probable cause their words, unchanged
The pilot's improper in-flight decision to operate close behind a large airplane at the same altitude, which resulted in a wake turbulence encounter.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 19, 2000 · about 6:38 pm local time
- Place
- Camp Springs, Maryland · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N950ME · registry record · serial 17266539
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of a Cessna 172 was en route between two airports, on a heading of about 300 degrees, when it crossed the final approach course to another airport, which handled large airplanes. A Boeing 757 was on final approach, on a heading of about 360 degrees to that airport. The pilots of both airplanes were in contact with approach control, and acknowledged visual contact with each other. The pilot of the Cessna also acknowledged a caution for wake turbulence. The Boeing was descending. The Cessna crossed the flight path of the Boeing about 30 seconds after the Boeing passed through, at the same altitude. The pilot of the Cessna reported he was thrown about the cockpit, as the airplane rolled left and then pitched nose down. The pilot of the Cessna recovered to normal flight and landed at his planned destination. Post flight examination of the Cessna revealed wrinkled skin on top of the right wing, and further examination revealed a cracked rear spar underneath. The Aeronautical Information Manual recommended, 'Pilots should fly at or above the preceding aircraft's flight path, altering course as necessary to avoid the area behind and below the generating aircraft.' Surface winds were from 300 degrees at 16 knots with gusts to 24 knots.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,300 hours in all; 600 in this make and model; 111 in the last 90 days; 35 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,250 hours
- Last inspection: annual inspection, September 22, 2000; 36 hours since
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: CGE Cambridge MD at 5:45 pm
- Destination: VKX Friendly MD
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 16 knots, gusting 24
- Visibility: 7 statute miles
- Sky: scat at 5,000 ft
- Temperature: 68°F (20°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 6:55 pm from ADW, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number NYC01LA025.