Cessna 177RG accident near Spanish Fork, Utah, March 15, 2023
On March 15, 2023 at about 7:35 pm local time, a 1974 Cessna 177RG, registered N2572V, was substantially damaged in an accident during landing (landing roll) near Spanish Fork, Utah (Spanish Fork Muni/Woodhouse Fl airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The retraction of the main landing gear for undetermined reasons.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 15, 2023 · about 7:35 pm local time
- Place
- Spanish Fork, Utah · Spanish Fork Muni/Woodhouse Fl · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177RG, built 1974 · all 177RGs on the register
- Registration
- N2572V · registry record · serial 177RG0620
- 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 the landing gear hydraulic pump indicator relay and diode were replaced before he departed on the accident flight. Maintenance personnel performed ground checks and function tests that indicated the landing gear hydraulic pump was operational with no defects. The pilot confirmed that during takeoff and approach for landing all functions of the landing gear indication system were normal. The pilot reported that he moved the flap lever to the 10° down position during the landing roll to prevent the airplane from “dancing around.” Subsequently, the landing gear retracted, causing the airplane’s tail section to skid along the asphalt runway, with the nose landing gear remaining extended and locked. Postaccident examination of the landing gear system revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. The landing gear function check was performed using steps outlined in the manufacturer’s maintenance manual. The function checks revealed normal operating parameters, with no anomalies noted throughout the examination. The pilot reported that, to prevent the airplane from dancing around during the landing roll, he normally retracted the flaps to get more weight on the wheels and better brake effectiveness. The pilot recalled that he raised the flap lever to the 10° flap down position. As the airplane’s speed decreased, the main landing gear retracted, and it is possible that the pilot unintentionally retracted the landing gear during the landing roll.
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
- Landing gear collapse during landing (landing roll) defining event
- Abnormal runway contact during landing
- Runway excursion during landing
- Loss of control on ground during landing (flare/touchdown)
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Unknown/Not determined
Pilot
- Certificate: airline transport pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 24,500 hours in all; 164 in this make and model; 204 in the last 90 days; 44 in the last 30 days; 19,400 as pilot in command; 392 on instruments
- Last flight review: April 15, 2022
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,800.6 hours
- Last inspection: annual inspection, March 10, 2023; 3 hours since
- Maximum gross weight: 2,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B (piston); 280,062 hours total
The flight
- Departed from: PVU Provo UT at 7:30 pm
- Flight plan: none
- Runway 12, 6,500 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 6 knots
- Visibility: 9 statute miles
- Sky: overcast at 3,000 ft
- Temperature: 40°F (4°C), dew point 35°F (2°C)
- Altimeter: 2993.00 inHg
- Observation at 1:32 pm from SPK, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on November 14, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Record of Conversation -pic | PDF, 2 pages | View Download |
| 3 | Record of Conversation -woodhouse | PDF, 1 page | View Download |
| 4 | Airframe Logbook Entries | PDF, 1 page | View Download |
| 5 | Examination Summary | PDF, 1 page | View Download |
| 6 | Examination Findings Invoice | PDF, 1 page | View Download |
| 7 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
| 8 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 9 | Photographs | PDF, 5 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR23LA136.