Cessna 177A accident near Rhinelander, Wisconsin, July 1, 2008
On July 1, 2008 at about 5:30 pm local time, a Cessna 177A, registered N2295Y, was substantially damaged in an accident during enroute (cruise) near Rhinelander, Wisconsin. It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for an undetermined reason. A factor was the berm encountered during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 1, 2008 · about 5:30 pm local time
- Place
- Rhinelander, Wisconsin · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177A · all 177As on the register
- Registration
- N2295Y · registry record · serial 17700095
- 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 took off and departed the airport traffic pattern. He stated that about two minutes after reducing power, the engine lost power. He stated that he checked the mixture and applied carburetor heat to no avail. He then announced his emergency and attempted to return to the departure airport. During the glide, he determined that he would not be able to make the airport and elected to land in a soccer field. After touchdown, he braked hard, but the airplane struck a berm which tore the nose landing gear from the airplane. Subsequent examination of the engine, carburetor, fuel selector valve, fuel shutoff valve, and the remainder of the fuel system failed to reveal any pre-impact anomalies.
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 (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- factor Environmental issues › Physical environment › Runway/land/takeoff/taxi surfa › (general) › Contributed to outcome
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 800 hours in all; 20 in this make and model
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,554 hours
- Last inspection: annual inspection, October 1, 2003
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: RHI Rhinelander WI
- Destination: ISQ Manistique MI
- Flight plan: none
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
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.
Other NTSB records under N2295Y the same tail number, which may have belonged to a different aircraft at the time
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.