Cessna 172N accident near Caton, New York, October 4, 1995
On October 4, 1995 at about 11:34 pm local time, a Cessna 172N, registered N9461E, was destroyed in an accident near Caton, New York (Elmira/Corning Regional airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's improper IFR procedure by failing to maintain proper altitude, while on the initial approach for an ILS. A factor relating to the accident was: failure of the tower controller to issue a safety advisory.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 4, 1995 · about 11:34 pm local time
- Place
- Caton, New York · Elmira/Corning Regional · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N9461E · no longer on the register · serial 17272271
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During arrival at night, the pilot contacted approach control (located in the control tower) and received vectors for an ILS runway 6 approach. During the first approach, the radar controller observed that the airplane drifted left of course and descended below the glideslope. This resulted in a low-altitude aural alarm, and the radar controller issued a low-altitude alert. The pilot made a missed approach and stated that he 'had a mismatch of the two compasses.' He was vectored for a second approach and was instructed to maintain 3,000 feet until established on the approach. The pilot was then transfered to tower frequency and was cleared to land. About 6 miles from the runway, the airplane again drifted left of course and another low-altitude alert was activated. The tower controller stated that he did not hear the low-altitude aural alarm, because he was focused on another airplane that was landing. A supervisor controller, situated on the other side of the control cab, heard the alarm and prompted the tower controller to take remedial action. However, the airplane crashed into an open field outside the outer marker in a wings-level attitude. Impact occurred at an elevation of 1,500 feet. The ILS glideslope crossing altitude at the outer marker was 2,800 feet. The extent of a 'mismatch of the two compasses' was not verified; no preimpact mechanical malfunction of the airplane was found. The pilot had flown nine instrument approaches since receiving an instrument competency check on 4/27/95 and had logged 15.7 hours of night flight time.
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; instrument: airplane
- Flight time: 406 hours in all; 406 in this make and model; 47 in the last 90 days; 13 in the last 30 days; 363 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,610 hours
- Last inspection: annual inspection, September 1, 1995; 19 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
The flight
- Departed from: DKK Dunkirk NY at 11:18 pm
- Destination: ELM Elmira NY
- Flight plan: IFR
- Runway 6, 6,999 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 040° at 8 knots
- Visibility: 4 statute miles
- Sky: overcast at 1,100 ft; not recorded
- Temperature: 61°F (16°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.