Cessna 177 accident near Elcho, Wisconsin, February 17, 2013
On February 17, 2013 at about 7:20 pm local time, a Cessna 177, registered N30227, was substantially damaged in an accident during enroute (cruise) near Elcho, Wisconsin. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate preflight and in-flight fuel management, which led to a total loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 17, 2013 · about 7:20 pm local time
- Place
- Elcho, Wisconsin · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177 · all 177s on the register
- Registration
- N30227 · no longer on the register · serial 17701133
- 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 the engine experienced a total loss of power while in cruise flight. He attempted to restart the engine without success; therefore, he executed a forced landing on a snow-covered field. Upon landing, the airplane nosed over and then came to rest on its back. The airplane sustained substantial damage, including damage to both wings and the horizontal stabilizer. The pilot said that he decided not to refuel before the flight because his fuel calculations showed that he should have had at least 30 minutes of fuel reserve upon arrival at the destination airport; however, he did not use a calibrated instrument in determining the preflight fuel quantity. He further stated that the accident could have been prevented if he had refueled before the flight. He reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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
- Fuel exhaustion during enroute (cruise) defining event
- Loss of engine power (total) during enroute (cruise)
- Off-field or emergency landing during landing
- Nose over/nose down during landing
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 183 hours in all; 21 in this make and model; 0 in the last 90 days; 0 in the last 30 days; 152 as pilot in command; 0 on instruments
- Last flight review: May 7, 2011
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,823 hours
- Last inspection: annual inspection, January 4, 2013; 3 hours since
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 SERIES (piston); 0 hours total
The flight
- Departed from: 92C Pulaski WI at 6:50 pm
- Destination: RHI Rhinelander WI
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 19°F (-7°C), dew point 0°F (-18°C)
- Altimeter: 29.97 inHg
- Observation at 7:08 pm from RHI, 18 miles away
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.