Colorado Aviation Accidents & Incidents

On September 11, 1996, at 1237 mountain daylight time, a Cessna 177RG, N2797V, owned and operated by the Peterson Air Force Base Aero Club, was substantially damaged when it struck a tree and two vehicles during a forced landing at Colorado Springs, Colorado. The commercial pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the post maintenance test flight conducted under Title 14 CFR Part 91. The flight originated at Colorado Springs on September 11, 1996, at 1225.

According to the pilot, the airplane had just undergone a 100-hour inspection that included the installation of a factory remanufactured engine [according to Textron Lycoming, it was a factory overhauled engine]. At 1236, shortly after leveling off at 8,000 feet msl, the pilot advised the control tower that he had a "runaway prop" and needed to return. Propeller rpm (revolutions per minute) increased to 2,600, then increased to redline (2,700 rpm). The pilot was given the option of entering a right base for runway 17R or a straight in approach to runway 12. He chose the latter. The pilot said he reduced manifold pressure to keep propeller rpm below redline. The engine began vibrating as the airplane passed 7,800 feet and the pilot sighted a suitable emergency landing site as the airplane descended past 7,500 feet. At 7,000 feet, the engine seized.

At 1237, the pilot advised the control tower that he would be unable to make it back to the airport and was going to land in a field. The pilot said he misjudged his altitude and speed and overshot the first landing site (a soccer field) and proceeded towards his alternate landing site (a city street). During the landing, the left wing tip struck a tree, then the airplane collided with two moving vehicles and a road sign.

On September 17, 1996 the engine was examined at the facilities of the Peterson AFB Aero Club in Colorado Springs, Colorado, by representatives of Textron Lycoming and Cessna Aircraft under the supervision of an FAA airworthiness inspector. According to the Lycoming technical representative's report, fresh clean oil was noted on the bottom of the firewall, nose landing gear, on the bottom of the fuselage, and on the left horizontal stabilizer. There were holes in the top left part of the crankcase and in the top center portion of the rear accessory housing. The no. 4 connecting rod had separated. There was no oil in the crankcase, and the crankshaft would not rotate. The tachometer drive fitting was loose where it attaches to the crankcase and the torque stripes were not aligned. All but two of the ignition lead "B" nuts were loose.

A written statement was submitted by the mechanic who had installed the engine in the airplane. He stated that two static runs were performed on the engine the day before the accident "in accordance with Lycoming Service Instruction 1427B." The first run was for five minutes, followed by a cooling off period. The second ru