Cessna 177RG accident near Red Oak, Iowa, October 8, 2015
On October 8, 2015 at about 6:20 pm local time, a 1975 Cessna 177RG, registered N1542H, was substantially damaged in an accident during enroute (cruise) near Red Oak, Iowa. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper torque of the engine’s No. 3 cylinder intake pipe bolts, which resulted in the separation of the pipe and a partial 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
- October 8, 2015 · about 6:20 pm local time
- Place
- Red Oak, Iowa · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177RG, built 1975 · all 177RGs on the register
- Registration
- N1542H · registry record · serial 177RG0716
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot stated that, during an en route climb to cruise altitude, the engine began to vibrate and the engine fuel flow decreased. The pilot initiated a return to the departure airport during which the airplane was unable to maintain altitude. The pilot performed a forced landing to a cornfield, resulting in substantial damage. Postaccident examination of the engine revealed that the No. 3 cylinder intake pipe was loose and missing its attachment bolts. Review of maintenance logbooks showed that the No. 3 engine cylinder intake pipe gasket was replaced about 400 flight hours before the accident. It is likely that the bolts were improperly torqued at the time of replacement.
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
- Powerplant sys/comp malf/fail during enroute (cruise) defining event
- Loss of engine power (partial) during enroute (cruise)
- Loss of engine power (partial) during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Incorrect service/maintenance
- cause Personnel issues › Task performance › Maintenance › Installation › Maintenance personnel
- cause Environmental issues › Physical environment › Object/animal/substance › (general) › Effect on equipment
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 600 hours in all; 500 as pilot in command
- Last flight review: February 7, 2015
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,452 hours
- Last inspection: annual inspection, April 5, 2015; 3,377 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: RDK Red Oak IA at 6:10 pm
- Destination: JBR Joneboro AR
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 310° at 12 knots
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 6:15 pm from RDK, 8 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.