Cessna 177RG accident near Tampa, Florida, April 20, 2004
On April 20, 2004 at about 3:34 pm local time, a Cessna 177RG, registered N1910Q, was substantially damaged in an accident near Tampa, Florida (Peter O'Knight airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Improper maintenance by other maintenance personnel, and the reinstallation of an unserviced magneto during an engine overhaul, which resulted in the magneto malfunctioning, a loss of engine power, and the airplane being ditched into the water.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 20, 2004 · about 3:34 pm local time
- Place
- Tampa, Florida · Peter O'Knight · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177RG · all 177RGs on the register
- Registration
- N1910Q · no longer on the register · serial 177RG0310
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
An attendant at the Peter O. Knight Airport, Tampa, Florida, stated that she heard a radio communications transmission during which the voice stated that his airplane engine was experiencing roughness and backfiring. Shortly after the initial call, the attendant said she heard the pilot say "we're not going to make it." The accident airplane subsequently ditched in Tampa Bay, about a third of a mile short of the airport, in about 16 feet of water. Postaccident examination of the airplane revealed no anomalies with the airframe and flight controls or engine. During a detailed examination of the Teledyne Continental Motors dual-drive magneto, the magneto's cam was shown to have lost all lubrication, and the points were seized. Airplane records showed that the last known magneto overhaul was conducted by Electrosystems, Inc in October 1997. The records also showed that the magneto had been reinstalled on July 21, 2003, when the engine was overhauled, but a magneto overhaul had not been performed. Teledyne Continental Motors SB643B Service Bulletin pertinent to subject magneto, specifies that the magneto be overhauled when the engine is overhauled. In addition, Textron Lycoming's Mandatory Service Bulletin specifies mandatory parts replacement at overhaul and during repair and normal maintenance. Examination of the Bendix Fuel Flow Divider which was installed on the accident airplane revealed that the subject fuel flow divider did not have the latest diaphragm installation, as specified in Bendix Fuel Systems Service Bulletin RS-86, dated December 23, 1983.
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: 97 hours in all; 15 in this make and model; 22 in the last 90 days; 3 in the last 30 days; 42 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,269.1 hours
- Last inspection: annual inspection, July 21, 2003; 174.8 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: PMP Pompano Beach FL at 1:30 pm
- Destination: TPF Tampa FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 260° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 4,000 ft
- Temperature: 75°F (24°C), dew point 52°F (11°C)
- Altimeter: 30.17 inHg
- Observation at 3:53 pm from TPA, 6 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.