Cessna 177RG accident near Quincy, California, July 5, 1999
On July 5, 1999 at about 10:10 pm local time, a Cessna 177RG, registered N2175Q, was substantially damaged in an accident near Quincy, California (Quincy Gansner airport). It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to attain and maintain an adequate airspeed for the existing wind conditions, and, his failure to abort the takeoff when it became apparent that the aircraft performance was not as anticipated. Factors in the accident were the tailwind and high density altitude conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 5, 1999 · about 10:10 pm local time
- Place
- Quincy, California · Quincy Gansner · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177RG · all 177RGs on the register
- Registration
- N2175Q · registry record · serial 17700575
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airport is in mountainous terrain at 3,415 feet msl; the density altitude was about 5,841 feet msl. High terrain and obstacles were immediately off the departure end of runway 24. The pilot questioned a resident pilot examiner about the proper takeoff procedure. Runway 06 was recommended for the departure due to rising terrain off runway 24; however, a tailwind of 7 to 10 mph existed for runway 06. The FAA Airport/Facility Directory also recommends runway 06 for departure due to terrain. The pilot said that using the POH he calculated a total required ground roll of 2,100 feet. The pilot stated that during the run-up he leaned for best power and set the flaps to 10 degrees. He taxied into position and applied full power with brakes on; the rpm was normal, and the engine sounded good. After passing the departure end of the runway, about 60 feet agl, the positive climb rate of just over 200 fpm turned into a negative climb rate. The pilot stated that he had flown into a downdraft situation and there was nothing he could do but keep the wings level and maintain airspeed as the airplane settled into the ground. At no time did the stall warning sound. The pilot examiner witnessed the accident and said the airplane used most of the 4,100-foot-long runway before rotating. About 100 feet agl, the witness saw the nose pitch up just before the airplane began descending. Subsequently, the airplane rolled left and slightly nose down, colliding with terrain.
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: 298 hours in all; 33 in this make and model; 24 in the last 90 days; 5 in the last 30 days; 246 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,916 hours
- Last inspection: annual inspection, September 13, 1998; 77 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360 (piston); 0 hours total
The flight
- Departed from: 201 at 10:10 pm
- Destination: CCR Concord CA
- Flight plan: none
- Runway 6, 4,100 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 93°F (34°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 9:55 pm from RBL, 61 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.