Cessna 177RG accident near Sedona, Arizona, April 5, 1994
On April 5, 1994, a Cessna 177RG, registered N35060, was substantially damaged in an accident near Sedona, Arizona (Sedona airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate compensation of the existing wind conditions, and failure to maintain directional control of the aircraft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 5, 1994
- Place
- Sedona, Arizona · Sedona · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177RG · all 177RGs on the register
- Registration
- N35060 · registry record · serial 177RG1039
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT EXPERIENCED ELECTRICAL PROBLEMS WHILE EN ROUTE. SHE STATED THAT SHE TURNED THE MASTER SWITCH ON JUST LONG ENOUGH TO LOWER HER FLAPS, MAKE AN ADVISORY CALL, AND CHECK THE LANDING GEAR LIGHT. SHE ALSO CHECKED SEVERAL OF THE FIVE WIND SOCKS AND SAW WHAT SHE JUDGED TO BE A SLIGHT CROSS-WIND FROM THE WEST. WHILE ON FINAL, SHE FELT A SLIGHT CROSS-WIND. ON SHORT FINAL WITH FULL FLAPS, A STRONG LEFT CROSS-WIND CAUSED THE AIRCRAFT TO WEATHERVANE AND DRIFT TOWARD THE RIGHT EDGE OF THE RUNWAY. SHE RECOVERED AND ATTEMPTED ANOTHER TOUCHDOWN. THE SAME THING OCCURRED ON HER SECOND ATTEMPTED TOUCHDOWN, ALTHOUGH THIS TIME SHE OPTED TO USE A POWER APPLICATION AS PART OF THE RECOVERY. SHE AGAIN ENCOUNTERED A GUSTING CROSS-WIND ON HER THIRD ATTEMPTED TOUCHDOWN. BY THIS TIME, THE PILOT WAS CONCERNED THAT SHE WAS RUNNING OUT OF AVAILABLE RUNWAY AND, CONSEQUENTLY, THROTTLED BACK ALLOWING THE AIRCRAFT TO TOUCH DOWN APPROXIMATELY 250 FEET OFF THE RIGHT SIDE OF THE RUNWAY. THE AIRCRAFT COLLIDED WITH TREES ALONG THE AIRPORT BOUNDARY.
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: 133 hours in all; 56 in this make and model; 26 in the last 90 days; 25 in the last 30 days; 63 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,052 hours
- Last inspection: annual inspection, June 4, 1993; 97 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: GCN Grand Canyon AZ
- Flight plan: VFR
- Runway 3, 5,131 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 3 knots
- Visibility: 20 statute miles
- Sky: broken clouds at 10,000 ft; scat at 6,500 ft
- Temperature: 48°F (9°C), dew point 18°F (-8°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.