Cessna 177 accident near Selma, Alabama, May 19, 2024
On May 19, 2024 at about 2:15 am local time, a 1967 Cessna 177, registered N3268T, was substantially damaged in an accident during enroute (cruise) near Selma, Alabama (Craig Fld airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Insufficient lubrication of the engine’s internal components, which resulted in a total 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
- May 19, 2024 · about 2:15 am local time
- Place
- Selma, Alabama · Craig Fld · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177, built 1967 · all 177s on the register
- Registration
- N3268T · registry record · serial 17700568
- 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 a preflight inspection revealed no anomalies, and he subsequently departed on a night cross-country flight. While in cruise flight at an altitude of 3,500 ft, he noticed a sudden drop in oil pressure, declared an emergency with air traffic control, and diverted to a nearby airport. While enroute to the diversion airport, the engine began running roughly and oil leaked into the cabin. When the pilot was unable to activate the runway lights at the diversion airport he aborted the landing approach and chose to divert to another airport; however, enroute to the second airport, the engine lost total power, and the airplane impacted terrain about 2.5 miles from the runway. Postaccident examination of the engine revealed that the No. 4 piston was seized in its cylinder and its connecting rod had separated from the crankshaft. In addition to the crankshaft’s No. 4 throw bearing, main bearings Nos. 2 and 3 also exhibited features consistent with oil starvation. The engine’s oil pump was undamaged and displayed no abnormal operating signatures. An unquantified amount of oil was found on the underside of the airplane’s fuselage, within the engine cowling, and remaining with the engine’s impact-damaged oil sump. Based on the pilot’s initial description that the engine had lost oil pressure during the flight, and the damage signatures observed that were consistent with oil starvation, it is likely that the loss of engine power was due to insufficient lubrication to the engine’s internal components. The reason for the oil starvation could not be determined.
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
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
- Loss of engine power (total) during enroute (cruise) defining event
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
Pilot
- Certificate: commercial pilot, private
- Ratings: single-engine land
- Flight time: 828 hours in all; 109 in this make and model; 769 as pilot in command
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,503 hours
- Last inspection: annual inspection, March 22, 2024; 184 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1A (piston); 3,503 hours total
The flight
- Departed from: JDD Mineola TX at 10:30 pm
- Destination: MGM Montgomery AL
- Flight plan: none
Weather at the time
- Light: night
- Visibility: 10 statute miles
- Sky: scat at 1,200 ft
- Temperature: 70°F (21°C), dew point 70°F (21°C)
- Altimeter: 29.82 inHg
- Observation at 8:50 pm from KSEM, 54 miles away
Weather report (METAR): METAR KSEM 180150Z AUTO 00000KT 10SM SCT012 OVC029 21/21 A2982 RMK AO2
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 2 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – View of airplane in field showing damage to the wings and fuselage. (FAA Photo)
Photograph 2 – View of No. 4 connecting rod protruding to the top of the case. (FAA Photo)The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on June 4, 2025. 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 | Pilot Statement - Airplane Purchase | PDF, 1 page | View Download |
| 3 | Engine Examination Summary | PDF, 4 pages | View Download |
| 4 | Memorandum for Record - FAA Inspector Observations | PDF, 1 page | View Download |
| 5 | Maintenance Record Excerpts and Engine Break-in Procedures | PDF, 10 pages | View Download |
| 6 | Air Traffic Control Accident Package | PDF, 16 pages | View Download |
| 7 | Investigation Photographs | PDF, 3 pages · our copy | 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.