Cessna 177RG accident near Perris, California, April 30, 2007
On April 30, 2007 at about 6:45 pm local time, a Cessna 177RG, registered N177R, was substantially damaged in an accident near Perris, California (Perris Valley airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a loss of engine power while in cruise flight due to an improperly installed magneto housing by the owner/pilot.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 30, 2007 · about 6:45 pm local time
- Place
- Perris, California · Perris Valley · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177RG · all 177RGs on the register
- Registration
- N177R · no longer on the register · serial 177RG0955
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft collided with trees during a forced landing following a loss of engine power. Approximately 12 nautical miles into the flight, the engine abruptly lost power. The pilot decided that he would attempt to land at a nearby airport but did not have sufficient altitude and the airplane landed 2.51 nautical miles short of the runway. During the engine examination, investigators noted that the cap and harness assembly of the single drive duel magneto was separated from the magneto. Closer examination revealed significant fretting signatures where the cap is seated against the housing of the magneto and was supposed to have been secured by four screws. There were no screws observed or found. There were no impact energy damage signatures on the cap, magneto, ignition harness, or firewall. The pilot stated that he was the last person to have the harness off the magneto.
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; single-engine sea; instrument: airplane
- Flight time: 8,280 hours in all; 5,700 in this make and model; 15 in the last 90 days; 3 in the last 30 days; 8,280 as pilot in command
- Last flight review: October 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,603 hours
- Last inspection: annual inspection, October 1, 2006
- Maximum gross weight: 2,700 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6D (piston); 0 hours total
The flight
- Departed from: F70 Murrieta/Temecu CA at 5:45 pm
- Destination: FUL Fullerton CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 340° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 15,000 ft
- Temperature: 73°F (23°C), dew point 55°F (13°C)
- Altimeter: 29.98 inHg
- Observation at 6:55 pm from RIV, 17 miles away
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.