Cessna 177RG accident near Black River Falls, Wisconsin, July 31, 2009
On July 31, 2009 at about 3:58 pm local time, a Cessna 177RG, registered N2108Q, was substantially damaged in an accident during enroute near Black River Falls, Wisconsin (Black River Falls Area Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power during cruise due to the number two cylinder piston connecting rod failure for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 31, 2009 · about 3:58 pm local time
- Place
- Black River Falls, Wisconsin · Black River Falls Area Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177RG · all 177RGs on the register
- Registration
- N2108Q · no longer on the register · serial 177RG0508
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he noticed the engine oil temperature indicator read too high during cruise. He opened the cowl flaps, reduced engine power, and enriched the mixture. He stated that the oil temperature decreased. However, he determined that it was still too high for safety purposes. The engine stopped and oil covered all but the far left side of the windshield. He declared an emergency, started gliding, and lowered the gear on approach. He said, “On final it became clear that I had circled to[o] wide to make the runway, but maintained best glide until striking the garage.” An examination of the airplane indicated that the number two cylinder piston connecting rod failed and fractured the top of the engine case. The cause of the piston rod failure was not determined.
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
What happened, in order
- Loss of engine power (total) during enroute defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during enroute (descent)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
- Environmental issues › Physical environment › Object/animal/substance › Residence/building › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 376 hours in all; 23 in this make and model; 9 in the last 90 days
- Last flight review: March 3, 2009
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,041 hours
- Last inspection: annual inspection, December 4, 2008
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6D (piston); 0 hours total
The flight
- Departed from: FCM Minneapolis MN at 2:30 pm
- Destination: OSH Oshkosh WI
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 320° at 4 knots
- Visibility: 10 statute miles
- Sky: scat at 2,200 ft
- Temperature: 64°F (18°C), dew point 55°F (13°C)
- Altimeter: 29.96 inHg
- Observation at 3:35 pm from CMY, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 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.