Cessna 177B accident near Chatham, Massachusetts, May 28, 1996
On May 28, 1996 at about 10:05 pm local time, a Cessna 177B, registered N19708, was substantially damaged in an accident near Chatham, Massachusetts (Chatham 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
failure of the oil pump, which resulted in oil starvation and subsequent failure of the number two and four cylinder connecting rods. Also causal was inadequate maintenance by noncompliance with the airworthiness directive that required replacement of the oil pump.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 28, 1996 · about 10:05 pm local time
- Place
- Chatham, Massachusetts · Chatham
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177B · all 177Bs on the register
- Registration
- N19708 · no longer on the register · serial 17702585
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot/owner was 4 miles from the destination airport when the engine lost power. This was followed by white smoke, oil, and flames from under the engine cowling, and a complete loss of engine power. A forced landing was then accomplished to a pond. Examination of the engine revealed the engine oil pump had failed, and the number two and four cylinder connecting rods were separated from the crankshaft. An FAA Airworthiness Directive, AD 81-18-04, was issued in 1981, which required the replacement of the oil pump sintered iron impellers within 25 hours of service after the effective date of the AD. A review of the airplane maintenance records revealed that the AD had not been complied with, but was 'signed off' as not applicable until the 2,000 hour engine overhaul. The pilot/owner was a certified airframe and power plant mechanic and had performed four of the airplane's last six annual inspections. The last two annual inspections had been completed by another mechanic. The engine had accumulated over 1,500 hours since AD 81-18-04 was issued.
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; instrument: airplane
- Flight time: 1,669 hours in all; 1,243 in this make and model; 48 in the last 90 days; 9 in the last 30 days; 1,559 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,800 hours
- Last inspection: annual inspection, June 1, 1995; 150 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1F6D (piston); 0 hours total
The flight
- Departed from: BVY Beverly MA at 9:15 pm
- Destination: CQX MA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 140° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 10:30 pm from CQX, 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.