Cessna 177RG accident near Van Nuys, California, November 17, 1989
On November 17, 1989 at about 11:00 pm local time, a Cessna 177RG, registered N2069Q, was substantially damaged in an accident near Van Nuys, California. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE INCORRECT INSTALLATION OF THE ENGINE COWL AND BAFFLE SEALS DURING THE INSTALLATION OF THE ENGINE FOLLOWING AN OVERHAUL.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 17, 1989 · about 11:00 pm local time
- Place
- Van Nuys, California · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177RG · all 177RGs on the register
- Registration
- N2069Q · registry record · serial 177RG0469
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
NEAR THE END OF THE FIRST FLIGHT FOLLOWING INSTALLATION OF AN OVERHAULED ENGINE, THE ENGINE SIEZED AFTER THE PILOT NOTICED A RAPID DROP IN OIL PRESSURE. AFTER THE ACCIDENT, THE LEFT SIDE LOWER EXTERIOR FUSELAGE WAS FOUND TO BE COVERED WITH FRESH OIL, WITH THE OIL SMEAR ORIGINATING NEAR THE OIL BREATHER LINE. THE ENGINE COWL BAFFLE SEALS WERE FOUND INSTALLED INCORRECTLY. LESS THAN 1 QUART OF OIL WAS FOUND IN THE ENGINE SUMP. ON THE EXTERNAL REAR SIDES OF THE #3 & #4 CYLINDER BARRELS, AN OVAL AREA OF HEAT DISTRESS WAS NOTED. THE CRANKSHAFT & PISTON RODS EXHIBITED PROGRESSIVE HEAT DISTRESS ON ALL ROD BEARINGS AND CRANKSHAFT JOURNALS, WITH THE #1 ROD EXHIBITING THE LEAST HEAT SIGNATURES & THE #4 THE MOST SEVERE. THE #3 ROD CAP WAS FOUND LOOSE IN THE ENGINE; EXAMINATION OF THE CAP BOLTS REVEALED SEVERE NECKING SIGNATURES AT THE POINT OF TENSION FAILURE. A MICROMETER WAS USED TO MEASURE THE CYLINDER BARRELS FOR ROUNDNESS. THE #3 CYL WAS FOUND TO BE OUTSIDE THE FACTORY SPEC BY .002 INCHES.
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, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 435 hours in all; 100 in this make and model; 20 in the last 90 days; 15 in the last 30 days; 275 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6D (piston); 0 hours total
The flight
- Departed from: VNY at 10:00 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 8 knots
- Visibility: 5 statute miles
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Observation at 11:05 pm from VNY, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.