Cessna 177B accident near Neihart, Montana, September 2, 2014
On September 2, 2014 at about 6:30 pm local time, a 1974 Cessna 177B, registered N34880, was destroyed in an accident during maneuvering near Neihart, Montana. It was a personal flight under general aviation rules (Part 91). 1 person was killed, 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain clearance from terrain while maneuvering at low altitude in turbulent conditions over mountainous terrain. Contributing to the accident was the pilot's improper decision to traverse the mountainous area with the airplane over its maximum gross weight and with a forward center of gravity.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 2014 · about 6:30 pm local time
- Place
- Neihart, Montana · map
- Type
- Accident
- Injuries
- 1 person was killed, 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177B, built 1974 · all 177Bs on the register
- Registration
- N34880 · no longer on the register · serial 17702061
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While flying in mountainous terrain to show one of the passengers the area, the pilot entered a canyon that started to narrow as the canyon's walls rose so the pilot initiated a climb. The airplane then experienced a downdraft followed by a second downdraft, and the pilot found a low spot in the trees and attempted a climbing turn; however, the airplane would not climb and started brushing the trees. The airplane descended into the ground, and a postimpact fire ensued. The pilot reported no anomalies with the airframe or engine that would have precluded normal operation, and postaccident examination revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. Weather charts revealed gusty wind conditions with vertical air mixing and an increased potential for turbulence in the accident area. Weather model soundings and simulations revealed that the layer from the surface through 10,000 feet mean sea level was unstable, indicating that the airplane likely encountered wind magnitudes as high as 30 knots, gusty winds, and updrafts and downdrafts in the mountainous terrain. Further, the airplane likely experienced turbulence and encountered downdrafts with a tailwind component at a velocity between 100 and 200 ft per minute. Calculation of the airplane's weight and balance revealed that throughout the flight, the airplane was operating about 114 pounds over maximum gross weight and outside (forward) of the center of gravity envelope. It is likely that the airplane was unable to climb over the terrain as a result of the airplane's weight and balance configuration combined with the weather conditions in the area.
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
What happened, in order
- Aircraft loading event during prior to flight
- Turbulence encounter during maneuvering (low-alt flying)
- Controlled flight into terrain or object (CFIT) during maneuvering defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Aircraft capability › Climb capability › Capability exceeded
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- cause Environmental issues › Conditions/weather/phenomena › Turbulence › (general) › Effect on operation
- cause Environmental issues › Physical environment › Terrain › Mountainous/hilly terrain › Effect on operation
- factor Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Aircraft › Aircraft oper/perf/capability › Aircraft capability › Maximum weight › Capability exceeded
- factor Aircraft › Aircraft oper/perf/capability › Aircraft capability › CG/weight distribution › Capability exceeded
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 118 hours in all; 35 in this make and model
- Last flight review: October 25, 2013
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,600 hours
- Last inspection: annual inspection, July 10, 2014
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1F6D (piston); 3,600 hours total
- Fire on the ground
The flight
- Departed from: GTF Great Falls MT at 6:00 pm
- Destination: 7S6 White Sulphur S MT
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 13 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 37°F (3°C)
- Altimeter: 29.81 inHg
- Observation at 6:53 pm from GTF, 45 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 1 | 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.