Cessna 177RG accident near 10 East Of Till, Oregon, April 6, 1982
On April 6, 1982 at about 6:30 pm local time, a Cessna 177RG, registered N2114Q, was substantially damaged in an accident near 10 East Of Till, Oregon. It was a ferry flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 6, 1982 · about 6:30 pm local time
- Place
- 10 East Of Till, Oregon · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177RG · all 177RGs on the register
- Registration
- N2114Q · registry record · serial 177RG0514
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING FLIGHT AT 13,000 FT MSL, THE ENGINE BEGAN LOSING POWER. THE AIRCRAFT WAS VECTORED TOWARD THE PROSPECT AIRPORT NEAR TILLER, OREGON. HOWEVER, ABOUT TWO MINUTES LATER, ALL ENGINE POWER WAS LOST. DURING A FORCED LANDING, THE AIRCRAFT STRUCK A DEAD CONIFEROUS TREE BESIDE A LOGGING ROAD. THE IMPACT WITH THE TREE OCCURRED AT 117 FT AGL. GROUND IMPACT OCCURRED 162 FT FROM THE TREE IN AN UPRIGHT AND RELATIVELY FLAT ATTITUDE. THE ELEVATION OF THE CRASH SITE WAS ABOUT 3000 FT MSL. NO MECHANICAL FAILURE OF THE ENGINE WAS EVIDENT. DURING EXAMINATION OF THE FUEL SYSTEM, THE RIGHT FUEL CAP WAS SECURED TO THE FUEL CELL, BUT WAS DIFFICULT TO REMOVE AND REINSTALL DUE TO BINDING AND IMPROPER SEATING. RUST WAS NOTED AROUND THE FUEL CAP AND FUEL CELL FILLER NECK, BOTH ABOVE AND BELOW OF WHERE THE RUBBER GROMMET WAS SEATED. SEVERAL PIECES OF GRANULAR ICE WERE REMOVED FROM THE RIGHT FUEL CELL. WATER WAS FOUND IN BOTH THE FUEL FILTER BOWL AND THE FUEL FLOW DISTRIBUTOR.
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; instrument: airplane
- Flight time: 1,533 hours in all; 1,098 in this make and model; 1,351 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 887 hours
- Last inspection: inspection type not recorded; 14 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: BFI Seattle WA at 10:30 am
- Destination: RBL Red Bluff CA
- Flight plan: VFR then IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 230° at 9 knots
- Visibility: 20 statute miles
- Sky: broken clouds at 8,000 ft; scat at 5,000 ft
- Temperature: 113°F (45°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 9:50 am from MFR, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.