Owasso, OK, USA
N345MT
CESSNA 177B
The pilot and passengers were on the return leg of a cross-country flight. Witnesses reported seeing the airplane approach the airfield in a left turn before losing altitude in a spin. The airplane impacted the ground in a left-wing and nose-low attitude just north and slightly east of the runway. Two witnesses added that the airplane was quiet as it approached the airport; a third witness thought the airplane’s engine was “cutting in-and-out”. A postaccident examination revealed that both wing tanks were intact and contained no fuel. The grass area underneath each fuel tank did not indicate fuel contamination or fuelblight. The firewall fuel strainer, which sustained impact damage, was absent debris and fuel. The carburetor received impact damage and two of its front attachment bolts were broken. The carburetor’s fuel bowl drain plug was removed and contained only a few drops of fuel. Inspection of the engine and propeller revealed the absence of power signatures. Examination of the engine and airframe revealed no evidence of a mechanical malfunction prior to the accident. The accident is consistent with the airplane entering a stall/spin as a result of the pilot allowing the airspeed to decay in an attempt to reach the runway in an engine-out situation.
HISTORY OF FLIGHT On July 11, 2010, about 2010 central daylight time, a single-engine Cessna 177B airplane, N345MT, sustained substantial damage when it collided with terrain after a loss of control while performing a visual approach to Gundy’s Airport (O38), Owasso, Oklahoma. The private rated pilot, a pilot rated passenger, and one passenger were fatally injured. The airplane was registered to N345MT LLC, Tulsa, Oklahoma. Day visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal cross-country flight that originated from the David Jay Perry Airport (1K4), Goldsby, Oklahoma approximately 1900. Reportedly around 1700, the airplane with four occupants departed O38 with plans to drop off the fourth passenger at 1K4 and return. The passenger who was dropped off, reported that when they landed at 1K4, the airplane’s approach was a bit shallow and fast. The airplane ended up going off the end of the runway and into the grass at 1K4; after inspecting the airplane and finding no damage, the airplane was taxied to the ramp. The passenger added that at some point, someone had asked a question about needing any fuel (for the return trip). The response back was; “we’re good.” Several witness in the vicinity of O38, reported seeing the airplane approach from the west. The reports indicate that the airplane was making a left turn, before losing altitude in a “spin”. The airplane collided with the ground near the north end of the airfield. Two witnesses added that as the airplane approached the airfield, the airplane was quiet. An additional witness, who lived about a mile northwest of the airfield, reported seeing an airplane that was “little low and slow, but not unusually so”. However, she added, that she thought that the engine was “cutting-in-out”. PERSONNEL INFORMATION The person sitting in the left, front seat of the airplane, held a private pilot certificate for airplane single-engine land and a third class medical certificate issued July 01, 2008. A review of the pilot’s logbook revealed that he had approximately 314 total flight hours. The person sitting in the right, front seat held a private pilot certificate for airplane single-engine land, a private glider rating, and an airplane-instrument rating. His third class medical certificate was issued on July 22, 2009; his pilot logbook was not located during the course of this investigation. No determination was made as to which pilot was at the controls of the airplane, at the time of the accident. AIRCRAFT INFORMATION The airplane was a 1974 model Cessna 177B, which is a single-engine, high-wing airplane, with fixed-tricycle landing gear, and was configured for 4 seats. The airplane was powered by a Lycoming O-360A1F6D reciprocating engine, rated at 180 horsepower. The engine drove a McCauley 2-blade constant speed propeller. A review of the airplane's maintenance logbooks revealed the last annual inspection was completed on May 6, 2010 with a total time of 3,439.2 hours. At the time of the annual inspection, the airplane's engine had accumulated approximately 386.8 hours since overhaul. METEOROLOGICAL INFORMATION The automated weather station at KTUL, Tulsa, Oklahoma, about 6 miles southwest of the accident site reported at 1953, winds from 200 degrees at 8 knots gusting to 16 knots, temperature 90 degrees Fahrenheit, dew point 73 degrees Fahrenheit, visibility 10 miles, with few clouds at 5,000 feet, scattered clouds at 12,000 feet, and an altimeter pressure setting 29.68 inches of Mercury. COMMUNICATIONS On the return flight from 1K4, the airplane passed through Tulsa approach airspace. The pilot radioed Tulsa approach and on initial contact with air traffic control, received his transponder code, altitude assignment, and clearance to fly to O38. At 2005, ATC contacted the airplane and said: "no traffic observed between you and Gundys [O38], radar service terminated, squawk VFR, frequency change approved.” The pilot acknowledged ATC’s transmission. No other communication with the accident airplane, nor emergency or distress calls were reported. AIRPORT INFORMATION Gundy’s Airport (O38) is a privately owned, public use airport, located about 3 miles east of Owasso, Oklahoma. The airport is non-towered and pilots are to use the Common Traffic Advisory Frequency (CTAF). The airport features a single asphalt runway. Runway 17-35 is 2,600-foot long and 26-foot wide. A 1,760-foot turf runway runs parallel with the asphalt runway. The field elevation is 720 feet mean sea level (msl). The airport is located about 7 miles northeast of Tulsa International airport (TUL) and underneath TUL class C airspace. WRECKAGE AND IMPACT INFORMATION Examination of the airplane’s wreckage revealed all major components of the airplane were accounted for at the scene. The airplane came to rest upright in the runway’s grass approach area, about 375 feet north and slightly east of the runway. Wreckage and ground signatures were consistent with the airplane being in a left wing and nose low attitude during the impact with the terrain. There was no post crash fire. The engine/firewall area was crushed into the cabin area. Starting about 4 feet from the left wing root’s leading edge, and preceding outboard to the trailing edge, the wing was accordion crushed. Approximately 6 feet of the outboard section of the left wing was nearly severed by the impact. The right wing, had a slight bend about mid-span, but lacked the accordion style damage. Both fuel tanks, located on the inboard section of the each wing appeared intact and absent fuel. The grass area underneath each fuel tank was absent any indication of fuel contamination/blight. The flaps were in the retracted position. The fuselage was buckled just aft of the rear cabin. The empennage and corresponding flight control surfaces were attached in their respective positions, with the left stabilator exhibiting damage at the outboard tip. Control continuity to the flight controls was established up to the front cabin area. The on-site and follow-on examination of the engine revealed that the engine displayed impact damage. The sparkplugs were removed from the engine and appeared "normal." The engine was rotated by hand by a drive-unit connected to the vacuum pump pad; continuity through the engine was established. A thumb compression and borescope inspection was conducted on each cylinder. The dual housed magneto, prop governor, and engine driven fuel pump were impact damaged, and could not be tested. The firewall fuel strainer, which sustained impact damage, was absent debris and fuel. The carburetor received impact damage and two of its front attachment bolts were broken. The carburetor’s fuel bowl drain plug was removed; only a few drops of fuel were observed. The engine’s crankshaft propeller flange had broken from the crankshaft, but remained in place. One blade, of the two bladed propeller, was sticking upwards from the nose of the airplane, and had leading edge polishing on the outboard end of the blade. The other blade was stuck into the ground, with the engine located over the blade. Once the airplane/engine was removed so the blade could be viewed, the blade appeared bent starting near the root end of the blade, in the direction of the non-cambered side of the blade. The starter housing and ring gear appeared to have contacted each other during impact; however, the starter housing was absent significant rotational scoring from the ring gear. Additionally, the alternator belt remained on both the alternator and ring gear pulleys, consistent with no engine rotation at impact. The examination of the engine and airframe failed to identify any pre-impact malfunctions. MEDICAL AND PATHOLOGICAL INFORMATION The Board of Medicolegal Investigations, Office of the Chief Medical Examiner, Tulsa Oklahoma, conducted autopsies on the front seated occupants. The FAA Toxicology Accident Research Library, Oklahoma City, Oklahoma, conducted toxicological testing. The results were negative for tested drugs.
The pilot’s failure to maintain adequate airspeed during an engine-out approach to the runway, resulting in an aerodynamic stall and spin. Contributing to the accident was the pilot’s inadequate preflight planning, which resulted in a loss of engine power due to fuel exhaustion.
Source: NTSB Aviation Accident Database
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