# NTSB WPR11FA186: Cessna 177RG, N2637V, Gila Bend, AZ, April 5, 2011 - Type: NTSB accident investigation - Classification: Accident · No injuries · Field investigation · Final report - Date: April 5, 2011, 10:21 local (17:21 UTC) - Place: Gila Bend, AZ - Coordinates: 32.959999, -112.673614 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.9600&lon=-112.6736&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report December 19, 2011 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Lycoming Engines, FAA FSDO - NTSB case key (mKey): 78768 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR11FA186 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/78768/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=78768 - Page: https://openairdocs.org/ntsb/WPR11FA186 ## Probable cause A total loss of engine power during cruise flight due to both sets of magneto points failing to open as a result of excessive wear of the magneto cam followers. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Ignition system: magneto/distributor](https://openairdocs.org/ntsb-findings/01057414): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Cessna 177RG, 1 case](https://openairdocs.org/ntsb-findings/01057414/cases.md?model=2073709), [All aircraft, 101 cases](https://openairdocs.org/ntsb-findings/01057414/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 177RG, 16 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2073709), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing-flare/touchdown: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 177RG, 15 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2073709), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-landing roll: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 177RG, 22 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2073709), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that during cruise flight he heard a loud noise from the engine compartment followed by an immediate loss of engine power. The pilot attempted to restart the engine with no success while diverting to the nearest airport. Upon realizing that he would be unable to reach the airport, he decided to land on an interstate highway. As he approached the highway, the pilot observed heavy traffic and decided to land on an adjacent service road. During the landing roll, the left wing struck a tree and the airplane ground looped, resulting in structural damage to both wings. A postaccident examination of the engine revealed that both sets of magneto points were not opening. Inspection of the single-drive dual magneto found that the cam followers on both sets of points were worn to the point that they could no longer open the contacts. The magneto had accumulated 603.7 hours at the time of the accident since installation and 92.56 hours since the most recent magneto timing adjustment. No further anomalies were noted during the examination of the engine that would have precluded normal operation. ## Factual narrative HISTORY OF FLIGHT On April 5, 2011, about 1021 mountain standard time, a Cessna 177RG, N2637V, sustained substantial damage during a forced landing following a loss of engine power near Gila Bend, Arizona. The commercial pilot, sole occupant of the airplane, was not injured. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the cross-country flight that originated from Ramona, California, with an intended destination of Sierra Vista, Arizona. In a written statement, the pilot reported that during cruise flight at an altitude of about 8,500 feet mean sea level (msl), he heard a loud noise from the engine compartment followed by an immediate loss of engine power. The pilot stated that he attempted to restart the engine with no success while diverting to the nearest airport. The pilot stated that when he realized he was unable to make it to the airport, he decided to land on Interstate 8. As he approached the interstate, he observed a high amount of traffic, and decided to land on an adjacent service road. During the landing roll, the left wing struck a tree and the airplane ground looped. TESTS AND RESEARCH Examination of the airplane by local law enforcement revealed that the left and right wings were bent upward just outboard of the flap aileron junction. The airplane was recovered to a secure location for further examination. Examination of the recovered Lycoming IO-360-A1B6D engine, serial number L-13979-51A, revealed that the engine remained attached to the airframe via all mounts. The top spark plugs were removed, and the engine crankshaft was rotated by hand. Rotational continuity was established throughout the engine and valve train. Thumb compression was obtained on all four cylinders. The magneto to engine timing was attempted to be verified, however, during the timing check, it was noted that the magneto points were not opening to trigger the test box. The magneto was subsequently removed and disassembled. Examination of the single-drive dual magneto revealed that the contacts were not opening due to cam follower wear. No further mechanical anomalies were noted during the examination of the recovered engine that would have precluded normal operation. ADDITIONAL INFORMATION Review of the aircraft maintenance logbooks revealed that the Bendix D4LN-3000 magneto, serial number 510951, had been installed on October 23, 2003, at a tachometer time of 1,955.3 hours. The most recent entry within the maintenance logbook concerning the adjustment of the magneto was an entry dated October 20, 2008, at a tachometer time of 2,466.44 hours, noting that the magneto to engine timing was adjusted to 25 degrees before top dead center. The most recent annual inspection conducted on the airframe and engine was recorded within the airplanes maintenance logbooks on April 1, 2011, at a tachometer time of2,546.33 hours. Within the entry for the annual inspection, it was noted that the magneto to engine timing was "checked." The magneto had accumulated 603.7 hours at the time of the accident since installation, and 92.56 hours since the most recent magneto timing adjustment. ## Aircraft - Registration: [N2637V](https://openairdocs.org/deregistered/N2637V-2012-02-06), registration cancelled 2012-02-06, S/N 177RG0637, built 1974 (OpenAirDocs) - Reported make and model: CESSNA 177RG - Registry model: [Cessna 177RG](https://openairdocs.org/model/cessna-177rg) (registry code 2073709) (OpenAirDocs) - Registry engine: [Lycoming IO-360-A1B6D](https://openairdocs.org/engine/lycoming-io-360-a1b6d) (registry code 41593, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 177RG0637 - Airframe hours: 5677 - Engines: LYCOMING IO-360-A1B6D 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 1, 2011, 13 hours before - Departed: RNM, Ramona, CA - Destination: FHU, Sierra Vista, AZ ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 47; injuries: none; commercial; airplane ratings: single-engine land, single-engine sea; last flight review July 30, 2009; seat: left; flight hours: 812 total, 442 in this make and model, 711 as pilot in command, 11 in the last 90 days, 11 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 10° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 14 °F - Altimeter: 29.96 inHg - Observed at: KGBN, 20 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20110405005299A](https://openairdocs.org/incident/20110405005299A), Apr 5, 2011: Cessna 177RG, Substantial damage. While in cruise at 8500' the pilot heard a loud pop sound followed by a loss of engine power. Pilot said he attempted to restart the engine without success.… ## Other investigations on N2637V (2) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB DEN99LA096](https://openairdocs.org/ntsb/DEN99LA096), Jun 6, 1999: Cessna 177RG (N2637V), Cheyenne, WY, substantial damage. Probable cause: The pilot's inadequate flight planning, and lack of suitable terrain for the forced landing. Factor's were the pilot's inadequate aircraft preflight, and the subsequent engine power loss due to fuel… - [NTSB FTW85FA358](https://openairdocs.org/ntsb/FTW85FA358), Sep 27, 1985: Cessna 177RG (N2637V), Ennis, TX, substantial damage ## Docket (6 files) The files NTSB released with the investigation on November 3, 2011, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=78768. 5.2 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 4.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355385&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Reports from Parties to the Investigation - Lycoming Engines (item 2, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355387&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20-%20Lycoming%20Engines-Redacted.PDF - Lycoming Mandatory Service Bulletin 515 (item 3, .PDF, 481 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356354&FileExtension=.PDF&FileName=Lycoming%20Mandatory%20Service%20Bulletin%20515-Master.PDF - Teledyne Continental Motors Service Bulletin SB643B (item 4, .PDF, 118 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356355&FileExtension=.PDF&FileName=Teledyne%20Continental%20Motors%20Service%20Bulletin%20SB643B-Master.PDF - Statement of Party Representatives to NTSB Investigation - Lycoming Engines (item 5, .PDF, 86 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355386&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation%20-%20Lycoming%20Engines-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 6, .PDF, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356357&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.