Cessna 177RG accident near Ocean Isle Beach, North Carolina, April 4, 2009
On April 4, 2009 at about 9:25 pm local time, a Cessna 177RG, registered N1838Q, was substantially damaged in an accident during enroute (descent) near Ocean Isle Beach, North Carolina (Odel Williamson Municipal Arpt airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to divert to an alternate airport resulting in the total loss of engine power due to fuel exhaustion. Contributing to the accident were the pilot's incorrect determination of the fuel load prior to the flight, the lack of placards near the engine-monitoring instrument, and the pilot's reliance of the on-board engine-monitoring instrument instead of the fuel quantity gauges.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 4, 2009 · about 9:25 pm local time
- Place
- Ocean Isle Beach, North Carolina · Odel Williamson Municipal Arpt · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177RG · all 177RGs on the register
- Registration
- N1838Q · no longer on the register · serial 177RG0238
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot visually inspected each fuel tank before departure but incorrectly believed the fuel tanks were full. Each fuel tank contained more than 22 gallons but less than 25 gallons usable fuel. When near the destination airport the engine experienced a total loss of engine power due to fuel exhaustion. The pilot proceeded towards an alternate airport, but was unable to land there and landed gear-up short of the intended runway. A total of 3 to 4 ounces of fuel were drained from the wing fuel tanks. No tank damage and no fuel leaks were noted from the fuel filler caps or fuel tank sump drain valves. Both fuel quantity gauges were noted to read empty when aircraft's battery power was applied. Although an engine-monitoring instrument with fuel flow capability was installed after the airplane was manufactured, installation instructions required placards to read that the airplane's fuel quantity gauges should be used to determine the fuel level in the tanks, and the original fuel flow gauge is the primary instrument for fuel flow. Postaccident examination of the instrument panel revealed neither placard was installed. Though the airplane was modified by installation of a turbocharger which required an increase in fuel flow, the increase was within the limits of the fuel flow transducer. The calculated average fuel flow during the accident flight was 10.3 gallons-per-hour, which was consistent with the average calculated fuel flows on two flights before the engine was overhauled. Fueling records at the intended destination reflect that on one occasion he landed with no more than 5.0 gallons of usable fuel remaining.
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 (descent) defining event
- Landing area undershoot during emergency descent
The NTSB's findings
- factor Personnel issues › Experience/knowledge › Knowledge › Knowledge of procedures › Pilot
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- factor Aircraft › Aircraft systems › Fuel system › Fuel quantity indicator › Related operating info
- factor Aircraft › Aircraft systems › Fuel system › (general) › Related records
- factor Personnel issues › Psychological › Personality/attitude › Confidence/reliance on equip › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,095 hours in all; 595 in this make and model; 14 in the last 90 days; 4 in the last 30 days; 1,095 as pilot in command
- Last flight review: August 7, 2007
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,967 hours
- Last inspection: annual inspection, August 7, 2008; 10 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6D (piston); 0 hours total
- Operator: Fly For Food INC
The flight
- Departed from: DXR Danbury CT at 5:25 pm
- Destination: CRE N. Myrtle Beach SC
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 230° at 16 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 46°F (8°C)
- Altimeter: 29.90 inHg
- Observation at 8:53 pm from CRE, 15 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.