Cessna 182 accident near West Chester, Pennsylvania, May 21, 2017
On May 21, 2017 at about 5:55 pm local time, a 1997 Cessna 182, registered N378ES, was substantially damaged in an accident during enroute near West Chester, Pennsylvania (Brandywine airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An engine crankcase overpressurization and the subsequent loss of engine oil for reasons that could not be determined, which resulted in the failure of the No. 6 cylinder connecting rod due to a lack of lubrication.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 21, 2017 · about 5:55 pm local time
- Place
- West Chester, Pennsylvania · Brandywine · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182 S, built 1997 · all 182s on the register
- Registration
- N378ES · no longer on the register · serial 18280013
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot reported that, about 20 minutes into a cross-country, personal flight, he noticed a loss of oil pressure, Subsequently, he attempted to divert to a nearby airport. The pilot stated that, a few minutes later, the engine began to "shudder," making it difficult to control the airplane, and the oil temperature had increased, so he decided to shut down the engine. The pilot was unable to glide the airplane to the diversionary airport, so he conducted an off-airport landing at a nearby field, during which the airplane struck a utility pole, which resulted in the left wing separating from the airplane. Examination of the airframe revealed oil streaks along the fuselage belly aft of the engine breather tube. Metal fragments were found trapped in the oil suction screen. About 1/4 quart of oil was present in the sump. Examination of the engine revealed that the crankcase and oil sump were intact, and no indications of oil leaks from the crankcase were found. Thumb compression and suction were established on all cylinders except for the No. 6 cylinder. The No. 6 connecting rod was separated from the crankshaft, and the connecting rod journal and rod end were discolored, smeared, and had gouges, consistent with thermal damage. Remnants of connecting rod bearing material were found loose inside the crankcase. A borescope examination of the remaining cylinders did not reveal any damage or unusual marks. Based on this evidence, it is likely that an engine crankcase overpressurization occurred, which resulted in the ejection of nearly all the engine oil through the breather tube; the reason for the overpressurization could not be determined. The engine likely began to shudder after the overpressurizaton as a result of the No. 6 cylinder connecting rod failing due to a lack of lubrication.
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
- Engine shutdown during enroute
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
- Powerplant sys/comp malf/fail during enroute defining event
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- cause Aircraft › Fluids/misc hardware › Fluids › Oil › Not specified
- Environmental issues › Physical environment › Object/animal/substance › Pole › Contributed to outcome
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 2,100 hours in all; 1,200 in this make and model; 15 in the last 90 days; 6 in the last 30 days; 2,100 as pilot in command
- Last flight review: April 15, 2016
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,450 hours
- Last inspection: annual inspection, September 9, 2016; 25 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-AB1A5 (piston); 2,225 hours total
The flight
- Departed from: TTN Trenton NJ at 5:28 pm
- Destination: GAI Gaithersburg MD
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: at 5 knots, gusting 11
- Visibility: 10 statute miles
- Sky: overcast at 4,900 ft
- Temperature: 66°F (19°C), dew point 43°F (6°C)
- Altimeter: 30.29 inHg
- Observation at 5:55 pm from MQS, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on October 25, 2019. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Excerpt from Maintenance Record | PDF, 1 page | View Download |
| 3 | Memorandum for Record - Telephone Conversation, FAA Inspectors | PDF, 1 page | View Download |
| 4 | Photo Array | PDF, 5 pages | View Download |
| 5 | Engine Examination | PDF, 9 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.