Cessna 175B accident near Mount Pleasant, Texas, October 7, 1996
On October 7, 1996 at about 3:30 am local time, a Cessna 175B, registered N8171T, was substantially damaged in an accident near Mount Pleasant, Texas. 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
The total loss of engine power due to the #3 connecting rod separation resulting in engine seizure. Factors were the dark night and the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 7, 1996 · about 3:30 am local time
- Place
- Mount Pleasant, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 175B · all 175Bs on the register
- Registration
- N8171T · no longer on the register · serial 17556871
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, during cruise flight at 5,000 feet MSL, he smelled oil burning. As engine RPM decreased, the oil pressure dropped toward zero. Subsequently, there was an 'explosion' and the engine seized. During the ensuing forced landing, the airplane impacted trees, and came to rest on the ground in a left wing down attitude. A 3 inch diameter hole was found in the crankcase above the #3 cylinder attach point and the #3 connecting rod was separated. During engine disassembly, one of the connecting rod cap bolts for the #3 cylinder was found destroyed. One of the nuts for the #3 connecting rod cap was found laying in the piston skirt, separated from its bolt. The exterior of the nut and its threads were undamaged to the naked eye. No loose cotter pins were found within the engine. All other connecting rod cap bolts were found attached and cotter pinned. The end cap of the #2 piston pin was missing. The inner surface of the #2 cylinder barrel exhibited longitudinal scoring in the direction of piston action, corresponding to the diameter of the piston pin. 1 day prior to the accident, oil was changed and metal particles were found on the oil screen.
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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 536 hours in all; 220 in this make and model; 17 in the last 90 days; 7 in the last 30 days; 498 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,311 hours
- Last inspection: annual inspection, February 20, 1996; 64 hours since
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental GO-300-D (piston); 0 hours total
The flight
- Departed from: F62 Idabel OK at 3:06 am
- Destination: MSA Mount Pleasant TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 100° at 5 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.