Cessna 177 accident near Corona, California, July 29, 1998
On July 29, 1998 at about 7:10 pm local time, a Cessna 177, registered N177JH, was substantially damaged in an accident near Corona, California (Corona airport). It was a personal 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 loss of engine power due to a partially closed fuel shutoff valve as a result of improper maintenance installation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 29, 1998 · about 7:10 pm local time
- Place
- Corona, California · Corona
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177 · all 177s on the register
- Registration
- N177JH · no longer on the register · serial 17700164
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot aborted the first takeoff due to a rough running engine. He performed a run-up, determined that the engine seemed normal, and returned for another takeoff. After liftoff, the engine began to lose rpm and the pilot had difficulty gaining altitude. About 100 feet agl, he turned toward a grassy area parallel to the runway. The aircraft collided with the trees and came to rest upright on the ground. The Safety Board conducted a run-up of the engine. No abnormal sounds were noted at 2,000 rpm, but at full throttle, the engine began to run rough and the fuel pressure gauge was at or near the low scale indication. The aircraft has a separate fuel shutoff valve independent of the fuel selector. The shutoff valve is operated by a control knob near the pilot's right knee. It was noted that the fuel shutoff valve follower handle was partially closed at the valve while the control knob was in the ON position. The firewall-mounted clamp that secures the cable housing was loose and the cable housing was able to slide back and forth in the clamp. The valve could be hand actuated from the on to off position without any significant movement of the control knob. With the fuel shutoff valve properly configured and in the full on position, another engine run-up was conducted to full power with and without the auxiliary fuel pump. AD 70-24-04 concerning the fuel shutoff valve was complied with in 1984 by installation of Cessna Kit No. SK117-10. The fuel shutoff control knob is required to be safetied in the 'on' position. No safety wire was in place and no hole was drilled in the subject knob to accommodate the wire.
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; instrument: airplane; rotorcraft: helicopter
- Flight time: 15,295 hours in all; 1,300 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,082 hours
- Last inspection: annual inspection, April 15, 1998; 6 hours since
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2D (piston); 0 hours total
The flight
- Departed from: AJO
- Flight plan: none
- Runway 25, 3,200 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 10 knots
- Visibility: 6 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 6:53 pm from ONT, 330 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.