Cessna 177A accident near Rome, Georgia, June 27, 2005
On June 27, 2005 at about 9:20 pm local time, a Cessna 177A, registered N70847, was substantially damaged in an accident near Rome, Georgia (Richard B. Russell airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's delay in the use of carburetor heat, which resulted in the formation of carburetor / induction ice and the loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 27, 2005 · about 9:20 pm local time
- Place
- Rome, Georgia · Richard B. Russell · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177A · all 177As on the register
- Registration
- N70847 · no longer on the register · serial 17701356
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During descent about three nautical miles from the airport, the pilot noticed the engine rpm had dropped to approximately 1000. The pilot attempted to restore engine power, and within 30 seconds, the engine stopped completely. Examination of the airplane revealed fuel was recovered from the carburetor bowl, and from the fuel line between the fuel pump and the gascolator. Examination and test run of the engine revealed no evidence of mechanical malfunction. Review of published induction system icing probability data for the temperature and dew point reported at the time of the accident revealed the conditions fell within "visible icing at rated power" and "serious icing at glide power." The data charts state, "icing conditions within the limits of the 'visible icing' curves may become 'serious' after 15 minutes continuous operation in such conditions." Review of the Cessna Owner's Manual for the Model 177, revealed the "Let-Down" checklist states, (1) Mixture - Rich. (2) Power - As desired. (3) Carburetor Heat - As required to prevent carburetor icing."
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 544 hours in all; 139 in this make and model; 34 in the last 90 days; 24 in the last 30 days; 298 as pilot in command
- Last flight review: May 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,290 hours
- Last inspection: annual inspection, February 1, 2005
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A2F (piston); 0 hours total
The flight
- Departed from: KLAF Lafayette IN at 5:15 pm
- Destination: KRMG Rome GA
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 030° at 21 knots, gusting 35
- Visibility: 0.8 statute miles
- Sky: broken clouds at 5,000 ft; a few clouds at 1,300 ft
- Temperature: 81°F (27°C), dew point 68°F (20°C)
- Altimeter: 30.07 inHg
- Observation at 9:18 pm from KRMG, 5 miles away
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.