Cessna 177A accident near Ottawa, Ca, December 15, 2011
On December 15, 2011, a Cessna 177A, registered CFEFQ, was substantially damaged in an accident during approach (IFR final approach) near Ottawa (Ottawa Macdonald-Cartier Intl airport). It was a flight of an unrecorded kind under non-U.S. private rules. 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 15, 2011
- Place
- Ottawa, Canada · Ottawa Macdonald-Cartier Intl · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 177A · all 177As on the register
- Registration
- CFEFQ · no longer on the register · serial 17701289
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · non-U.S. private rules
The NTSB's narrative preliminary · quoted from the NTSB record
On December 14, 2011, at 1920 eastern standard time, a Cessna model 177A, Canadian registration C-FEFQ, collided with terrain 2 nautical miles west of Ottawa Macdonald-Cartier International Airport (CYOW), Ottawa, Canada. The flight had been cleared for the instrument landing system (ILS) instrument approach to runway 7 at CYOW. The pilot and passenger were fatally injured. The airplane was registered to and operated by 7819986 Canada Ltd., located in Gatineau, Canada. Night instrument meteorological conditions prevailed for the flight, which was operated on an instrument flight rules flight plan. The flight departed at 1707 from Wilkes-Barre Wyoming Valley Airport (KWBW), Wilkes-Barre, Pennsylvania, and was en route to Ottawa/Carp Airport (CYRP), Carp, Canada, before diverting to CYOW. The investigation is under the jurisdiction of the Canadian Government. Further information may be obtained from: Transportation Safety Board of Canada Place du Centre 200 Promenade du Portage, 4th Floor Gatineau, Quebec K1A 1K8 Phone: 1 (800) 387-3557 Fax: 1 (819) 997-2239 E-mail: airops@tsb.gc.ca Webpage: http://www.tsb.gc.ca This report is for informational purposes only and contains only information released by or obtained from the Transportation Safety Board of Canada.
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
- Miscellaneous/other during approach (IFR final approach) defining event
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A2F (piston); 0 hours total
- Operator: 7819986 Canada Ltd.
The flight
- Departed from: KWBW Wilkes Barre PA at 10:07 pm
- Destination: CYRP Carp
- Flight plan: IFR
- Runway 07, 8,000 ft by 200 ft
Weather at the time
- Light: night
- Wind: from 090° at 11 knots, gusting 17
- Visibility: 1.5 statute miles
- Sky: overcast at 100 ft
- Temperature: 34°F (1°C), dew point 32°F (0°C)
- Altimeter: 30.14 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.