Cessna 175A accident near Houston, Texas, December 13, 1997
On December 13, 1997 at about 6:10 pm local time, a Cessna 175A, registered N6846E, was substantially damaged in an accident near Houston, Texas. It was an instructional 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 total loss of engine power resulting from detonation and the ensuing failure of the engine piston and connecting rod components. Factors were: the instructor's decision to take off with a known deficiency (magneto drop over limit), the flight instructor's lack of familiarity with the aircraft, 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
- December 13, 1997 · about 6:10 pm local time
- Place
- Houston, Texas · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 175A · all 175As on the register
- Registration
- N6846E · no longer on the register · serial 56346
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight at full throttle and engine rpm at 2,700 to 2,800 (maximum 3,200 rpm), the engine ran rough. As the engine rpm and oil pressure decreased, emergency procedures performed by the flight instructor did not restore engine power. During the forced landing in a wet field, the nose gear collapsed and the airplane nosed over to an inverted position. This was the flight instructor's first flight in this make and model of aircraft. Before takeoff, the left magneto drop was beyond the 125 rpm maximum drop allowable. The last annual inspection was conducted in April 1997 at a tachometer reading of 1,956.59 hours. The tachometer reading at the time of the accident was 1,995.61 hours. A teardown of the engine revealed a hole in the #6 cylinder piston, and separation of the rod cap and bolts for the #3 cylinder connecting rod. The components of the #3 connecting rod exhibited overload features. The #6 cylinder piston exhibited physical evidence of detonation or preignition.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,460 hours in all; 160 in the last 90 days; 65 in the last 30 days; 1,110 as pilot in command; 685 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,995 hours
- Last inspection: annual inspection, April 5, 1997; 39 hours since
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental GO-300-C (piston); 0 hours total
The flight
- Departed from: DWH TX at 5:50 pm
- Destination: 2XS3
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 350° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,700 ft; not recorded
- Temperature: 50°F (10°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 4:50 pm from DWH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.