Cessna 177B accident near Mashpee, Massachusetts, August 2, 2010
On August 2, 2010 at about 4:05 pm local time, a Cessna 177B, registered N925KM, was substantially damaged in an accident during enroute (cruise) near Mashpee, Massachusetts (Falmouth Airpark airport). 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 pilot’s delayed use of carburetor heat while flying at reduced power settings in conditions that were favorable for carburetor icing resulting in the 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
- August 2, 2010 · about 4:05 pm local time
- Place
- Mashpee, Massachusetts · Falmouth Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177B · all 177Bs on the register
- Registration
- N925KM · registry record · serial 17702316
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight had been flown at a reduced power setting and about 2 hours and 5 minutes into it, the pilot moved the propeller control to the low pitch position and applied the carburetor heat. The engine lost power and in response, the pilot removed the carburetor heat and then attempted to restore engine power by reapplying carburetor heat and switching the fuel selector to another tank. The engine only responded for a few seconds and lost power again. He maneuvered the airplane for a forced landing and ditched near a shoreline. A postaccident examination of the engine and engine accessories by a Federal Aviation Administration inspector revealed no evidence of mechanical failures or malfunctions that could have contributed to the loss of engine power. Based on the temperature and dew point about the time of the accident, the conditions were favorable for serious icing at glide power.
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 (partial) during enroute (cruise) defining event
- Ditching during emergency descent
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Contributed to outcome
- cause Personnel issues › Action/decision › Info processing/decision › Understanding/comprehension › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 306 hours in all; 159 in this make and model; 10 in the last 90 days; 4 in the last 30 days; 223 as pilot in command
- Last flight review: September 17, 2008
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,944 hours
- Last inspection: annual inspection, April 1, 2010; 10 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1F6 (piston); 0 hours total
- Operator: Rocky Wings INC
The flight
- Departed from: 5B6 Falmouth MA at 2:00 pm
- Destination: 5B6 Falmouth MA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 230° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 52°F (11°C)
- Altimeter: 30.17 inHg
- Observation at 3:55 pm from FMH, 7 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.