Cessna 177RG accident near St. George, Utah, September 8, 2001
On September 8, 2001 at about 8:00 pm local time, a Cessna 177RG, registered N52043, was substantially damaged in an accident near St. George, Utah (St. George Municipal airport). It was an instructional 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
brake system failure for reasons undetermined, which resulted in a loss of control on landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 8, 2001 · about 8:00 pm local time
- Place
- St. George, Utah · St. George Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177RG · all 177RGs on the register
- Registration
- N52043 · no longer on the register · serial 177RG1149
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
When the private pilot receiving instruction applied brakes after landing, only the right brake operated; the left brake pedal "went to the floor with no braking." The instructor took over and began pumping the brakes in an attempt to restore brake system pressure. The airplane went off the side of the runway, but he was able to return it to the runway. It went off the side of the runway again, slid on gravel, struck a rock and nosed over. Post accident examination revealed the right brake assembly was damaged, precluding a definitive assessment.
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
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 915 hours in all; 50 in this make and model; 240 in the last 90 days; 80 in the last 30 days; 840 as pilot in command; 590 on instruments
- Last flight review: July 31, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: private
- Ratings: single-engine land
- Flight time: 57 hours in all; 57 in the last 90 days; 17 in the last 30 days; 17 as pilot in command
- Last flight review: August 23, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,933 hours
- Last inspection: approved inspection programme, August 30, 2001; 9 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6D (piston); 0 hours total
The flight
- Departed from: SGU St. George UT at 7:30 pm
- Destination: SGU St. George UT
- Flight plan: none
- Runway 16, 6,606 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 23°F (-5°C)
- Altimeter: 29.98 inHg
- Observation at 7:35 pm from SGU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.
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.