Cessna 172M accident near West Seneca, New York, February 24, 1995
On February 24, 1995 at about 11:35 am local time, a Cessna 172M, registered N13229, was substantially damaged in an accident near West Seneca, New York (Buffalo Airfield). It was an aerial observation flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper planning/decision to attempt a takeoff on a narrow icy runway with crosswind conditions, which resulted in the loss of control of the airplane, impact with a snow bank, and a nose over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 24, 1995 · about 11:35 am local time
- Place
- West Seneca, New York · Buffalo Airfield · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M · all 172Ms on the register
- Registration
- N13229 · no longer on the register · serial 17262592
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED THAT HE USED RUNWAY 24, A 66-FOOT-WIDE RUNWAY FOR TAKEOFF. THE RUNWAY WAS ICE COVERED AND BRAKING ACTION WAS POOR, SO HE PERFORMED SOFT FIELD TAKEOFF TECHNIQUES, TO MINIMIZE THE TIME ON THE RUNWAY. DURING THE TAKEOFF ROLL, THE AIRPLANE VEERED TO THE LEFT, AND THE PILOT CORRECTED TO THE RIGHT WITH FULL RIGHT RUDDER AND FULL RIGHT AILERON. THE LEFT MAIN GEAR STRUCK A SNOW BANK AND THE AIRPLANE TURNED TO THE LEFT AND NOSED OVER. THE FEDERAL AVIATION ADMINISTRATION INSPECTOR'S STATEMENT OF AN INTERVIEW WITH THE PILOT STATED, '[THE PILOT] DID NOT ATTEMPT TO ABORT THE TAKEOFF BECAUSE HE THOUGHT HE COULD LIFT OFF PRIOR TO [VEERING OFF] THE SIDE OF THE RUNWAY.' AT GREATER BUFFALO INTERNATIONAL, 4 MILES SOUTH, THE WINDS WERE REPORTED FROM 280 DEGREES AT 20 KNOTS GUSTING TO 25 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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 306 hours in all; 131 in this make and model; 43 in the last 90 days; 36 in the last 30 days; 199 as pilot in command; 9 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,300 hours
- Last inspection: 100-hour inspection, February 3, 1995; 35 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: 9G0 at 11:35 am
- Destination: 9G0 NY
- Flight plan: none
- Runway 24, 2,667 ft by 66 ft
Weather at the time
- Light: dawn
- Wind: from 280° at 20 knots, gusting 25
- Visibility: 15 statute miles
- Sky: broken clouds at 2,800 ft; scat at 1,900 ft
- Temperature: 25°F (-4°C), dew point 18°F (-8°C)
- Altimeter: 29.00 inHg
- Observation at 12:00 pm from BUF, 4 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.