Cessna 175B accident near Bonanza, Oregon, April 23, 2003
On April 23, 2003 at about 7:30 pm local time, a Cessna 175B, registered N8159T, was substantially damaged in an accident near Bonanza, Oregon. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Separation of the connecting rod cap. Annual maintenance inspections which were disregarded by the owner/pilot was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 23, 2003 · about 7:30 pm local time
- Place
- Bonanza, Oregon · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 175B · all 175Bs on the register
- Registration
- N8159T · no longer on the register · serial 17556859
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that while in cruise flight the engine made a loud sound followed by a partial loss of engine power. Shortly thereafter, smoke started coming in the cockpit and the engine lost complete power. The pilot initiated a forced landing to a county road. During the landing roll, the left wing collided with a power pole. The airplane spun around, the nose gear collapsed and the airplane subsequently nosed over. During the engine inspection, a large hole was found in the crankcase between the number 1 and 2 cylinders. The number 1 connecting rod bearing journal was deeply scored, blue in color and dry. Portions of the number 1 main bearing insert could be observed between the number 1 crank cheek and the number 1 main bearing saddle. The numbers 1 and 2 crank cheeks were blue in color and dry. The number 1 connecting rod was in pieces. The connecting rod cap had a portion of one bolt still present in the cap. The fracture area of the bolt was necked down in diameter and the bolt was blue in color. A matching portion of a bolt with the nut attached was recovered and noted that the fracture area was also necked down in diameter. The pilot reported that the maintenance logbooks had been destroyed in a hangar fire. The pilot also reported that the aircraft had not been maintained in accordance with an annual inspection for some time, as he had not been flying the aircraft since about 1997, when the engine was top overhauled.
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: single-engine land; instrument: airplane
- Flight time: 400 in this make and model; 3 in the last 90 days; 3 in the last 30 days
- Medical certificate: Class 3 (expired)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,187 hours
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental GO-300-D (piston); 0 hours total
The flight
- Departed from: Wellington NV at 4:40 pm
- Destination: LMT Klamath Falls OR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 14 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,000 ft; a few clouds at 2,000 ft
- Temperature: 50°F (10°C), dew point 37°F (3°C)
- Altimeter: 29.81 inHg
- Observation at 6:53 pm from LMT, 23 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.