Cessna 182B accident near Soldier, Idaho, July 13, 2024
On July 13, 2024 at about 1:50 pm local time, a 1959 Cessna 182B, registered N2617G, was substantially damaged in an accident during enroute near Soldier, Idaho. 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
A total loss of engine power resulting from the failure of the No. 1 piston and the No. 2 piston connecting rod due to detonation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 13, 2024 · about 1:50 pm local time
- Place
- Soldier, Idaho · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182B, built 1959 · all 182Bs on the register
- Registration
- N2617G · registry record · serial 51917
- 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 after climbing to the airplane’s cruise altitude of about 9,000 ft mean sea level (msl), he configured the airplane to maintain straight and level flight and adjusted the mixture control to “rich of peak.” Shortly after leaning the fuel mixture, the engine began to run rough and a pronounced vibration began. The pilot made a 180° turn to the south, after which he observed a loss of oil pressure and the engine subsequently lost total power. During the forced landing, the airplane encountered a ditch and nosed over. Postaccident examination of the engine revealed about a 3-inch hole in the top of the crankcase above the No. 2 cylinder. Further examination revealed that the No. 1 piston had separated from the connecting rod wrist pin and fragments of the piston were present in the engine oil sump. The No. 2 piston connecting rod broke free from the crankshaft at the bearings, end cap, retention bolts, and nuts. Each of the cylinders and pistons displayed detonation signatures. There was no evidence of an induction leak on the No. 1 cylinder. While the pilot reported that his normal procedure was to operate the engine during cruise flight with a fuel to air mixture that was “rich of peak,” the procedure that the pilot described was more consistent with a lean mixture configuration as described by Section II in the cruise checklist of the manufacturer’s Pilot Operating Handbook. Given the pilot’s consistent and long-term operating procedure, it is likely that the fuel to air mixture was too lean and resulted in the explosive ignition of the fuel to air mixture within the No. 1 cylinder’s combustion chamber. The damage observed to the engine’s remaining pistons and cylinders was consistent with detonation signatures, resulting in a failure of the No. 1 piston and the No. 2 piston connecting rod, and the subsequent total loss of engine power.
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
- Loss of engine power (total) during enroute defining event
- Landing gear collapse during landing (landing roll)
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Powerplant parameters › Incorrect use/operation
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 362 hours in all; 362 in this make and model
- Last flight review: July 15, 2023
- Medical certificate: BasicMed (with waivers/limitations)
- Seat: left
- Injury: minor injuries
Passenger
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 6,950.4 hours
- Last inspection: annual inspection, April 26, 2024; 10.2 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R13 (piston); 1,045 hours total
The flight
- Departed from: UO3 Buhl ID at 1:20 pm
- Destination: U87 Smiley Creek ID
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 310° at 10 knots, gusting 18
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 36°F (2°C)
- Altimeter: 30.25 inHg
- Observation at 7:52 am from KSUN, 22 miles away
Weather report (METAR): KSUN 131352Z 31010G18KT 10SM CLR 18/02 A3025
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Photographs from the investigation 1 picture from the NTSB's docket, as the NTSB released them
The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on July 29, 2026. 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, 11 pages | View Download |
| 2 | Record of Conversation -pilot | PDF, 2 pages | View Download |
| 3 | Pilot Logbook Excerpt | PDF, 1 page | View Download |
| 4 | Maintenance Log Excerpts | PDF, 4 pages | View Download |
| 5 | Investigative Photograph | PDF, 2 pages · our copy | View Download |
| 6 | N2617G Examination Summary | PDF, 26 pages | View Download |
| 7 | Statement of Party Representative | PDF, 14 pages | View Download |
| 8 | Wreckage Release Form | PDF, 2 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.