# Incident 19971029038219I: Cessna 172C, Concord, NC, October 29, 1997 - Type: FAA incident report (Accident/Incident Data System), as reported - Date: October 29, 1997, 08:30 local time - Place: Concord, NC - Phase of flight: Fcd/Prec Ldg From Cruise - Operating rules: General operating rules (Part 91) - Location: 35.4088° N, 80.5795° W: Placed by OpenAirDocs: center of Concord, NC, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=35.4088&lon=-80.5795&mi=10 - Aircraft: N1429Y, registered now (https://openairdocs.org/aircraft/N1429Y) (OpenAirDocs) - Registry model: Cessna 172C (registry code 2072408, https://openairdocs.org/model/cessna-172c) (OpenAirDocs) - Registry engine: Continental 0-300 series (registry code 17022, https://openairdocs.org/engine/continental-0-300-series) (OpenAirDocs) - Reported make and model: CESSNA 172C - Reported engine: CONT O300A - People aboard: 1 - Fatal injuries: 0 - Pilot flight hours: 550 total, 350 in this make and model, 45 in the last 90 days - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/19971029038219I ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. NARRATIVE: FRIDAY, 10/24/97 AROUND 5 PM MY AIRCRAFT DEVELOPED A PROBLEM COMING INTO GSO. IN THE AIR I REPORTED ENGINE MISSING AND GOT DIRECT INBOUND TO RUNWAY 23. I DID NOT MAKE IT OFF THE TAXIWAY WHEN ENGINE QUIT. NO ATTEMPT TO RESTART WAS MADE AND IT WAS PUSHED TO FBO (EXXON). CAUSE OF PROBLEM WAS NOT KNOWN. I FLEW FROM BALTIMORE AND EXPECTED THAT THERE WAS 30 MINUTES OF FUEL REMAINING. VISUAL SHOWED ONE TANK EMPTY AND "SOME" FUEL ON OUTBOARD TANK. THE INDICATOR SHOWED 1/4 TANK. THE FUEL WAS LOW, BUT MY CALCULATION WAS 30 MINUTES WERE LEFT IN TANK. THERE I REFUELED WITH 20 GAL. FOR FINAL LEG TO JQF. EVEN THOUGH IT WAS REFUELED I COULD NOT KEEP THE ENGINE GOING ON THE RAMP. IT WOULD START AND STOP. THE PRIMER WOULD KEEP THE ENGINE GOING, IN SPURTS. I REQUESTED AND RECEIVED TAXI CLEARANCE TO THE TEXACO FBO FOR MAINTENANCE SERVICE. DURING THE TAXI I WAS ABLE TO KEEP ENGINE GOING ONLY WITH THE PRIMER. I TIRED OF THIS 20 YARDS FROM THE RAMP, AND ENGINE DIED. I WAITED 20 SECONDS AND THE ENGINE STARTED AGAIN FOR 30 SECONDS AND DID ITS PRIMER ROUTINE TO THE RAMP. THE MECHANIC DID A RUN UP AND DURING THE RUN UP A PLUG WAS FOWLED. HIS DIAGNOSIS WAS CARBURETOR ICE. HE CLEARED THE FOWLED PLUG. RUN UP WAS NORMAL. NOT WISHING TO FLY AT NIGHT WITH THE UNPROVED AIRCRAFT I STAYED AT THE FBO OVERNIGHT. I WAS NERVOUS BECAUSE I FELT THERE WAS SOMETHING WE HAD NOT FOUND. SATURDAY SKY WAS OVERCAST TILL NOON. GOT ONTO THE RUNWAY AND THE ENGINE DID NOT LAST ONE TAXIWAY TILL THE ENGINE WENT TO IDLE. I ABORTED TAKEOFF AND REQUESTED AND RECEIVED PERMISSION FOR HIGH SPEED TAXI DOWN RW14 AND BACK. ON BOTH TRIPS THE ENGINE WENT TO IDLE 3 TIMES. BY PULLING BACK THE THROTTLE TO IDLE AND THEN FORWARD THE ENGINE WOULD AGAIN START TO WORK. I LEFT THE PLANE AT THE TEXACO FOR REPAIRS, AND RETURNED TO CHARLOTTE BY CAR. NOW THE DAY OF THE ACCIDENT, 10/29/97 CAVU 7:30 AM. I HAD 5 MORE GALLONS PUT INTO THE AIRCRAFT BECAUSE THEY RAN THE PLANE FOR 30 MINUTES TESTING IT. THEY FOUND NO PROBLEMS. ON THIS DAY I HAD THE CHIEF MECHANIC TRY A HIGH SPEED TAXI AND THERE WERE NO PROBLEMS. I TOOK OFF AND RECEIVED PERMISSION TO CIRCLE THE FIELD. I THEN DEPARTED TO JQF AND TRIP UNEVENTFUL TILL 10 MILES FROM JQF AT 4500 FEET. THE ENGINE WENT TO IDLE AND I COULD, USING THE PRIMER, GET IT TO GO FASTER FOR 5 SECONDS. I TRIED CARB HEAT AND THROTTLE SETTINGS AND SETTING FUEL SELECTOR TO BOTH. THEN SETTLED DOWN TO PRIMING AND LOOKING FOR ALTERNATIVES. ALSO TRANSMITTED MAYDAY. AT ABOUT 5 MILES I WAS BREATHING HARD FROM PRIMER PUMPING AS FAST AS I COULD. (I STILL HAVE BRUISED SPOT ON RIGHT THUMB) I HEARD PLANES WAITING FOR ME AND I TRANSMITTED THEY HAD TIME TO GO THAT I WAS STILL 5 MILES OUT. A MINUTE LATER I GAVE UP ON REACHING THE AIRPORT. I COULD SEE THE AIRPORT WOULD NOT BE REACHED. THERE WAS A BROWN FIELD THAT LOOKED PLOWED ONE MILE IN FRONT OF ME, OR THE LARGE GREEN PASTURE BELOW ME. I CHOSE THE GREEN PASTURE AND TRANSMITTED THAT I WOULD NOT MAKE THE FIELD. I MADE A LEFT TURN TO LINE UP AND VISUALIZE THE FIELD. AT THE END OF THE DOWNWIND I PULLED THE FLAPS TO FULL AND MADE BASE AND FINAL TURNS WITH HIGH RATE OF DESCENT TO AVOID STALLING. I JUST CLEARED THE TREES AND FLARED. I ESTIMATE THE FIELD WAS 2000 FEET LONG AND LARGE PINES AT BOTH ENDS. LANDING I ROLLED 900 FEET STOPPING 200 FEET FROM A FENCE. LANDING ROLL WAS LONG BECAUSE THE FIELD SLOPED DOWN AND THERE WAS WET GRASS THAT WAS SLIPPERY AS ICE. ALSO ADDING TO ROLL WAS APPROX. 3 KNOT DOWNWIND. I DID NOT CUT THE MASTER OFF BEFORE LANDING. WHEN I STOPPED I HEARD AIRCRAFT CALLING THAT THEY HAD FOUND ME AND TRANSMITTED A LOCATION. I TRANSMITTED THAT IT WAS A SOFT FIELD LANDING WITH NO INJURIES AND THE PLANE WAS NOT BENT. I DID NOT PREDETERMINE THE DIRECTION TO DEPART FROM THE AIR. I WALKED TO THE NEAREST FENCE AND SAW OLD BARNS AND A ROAD TO THE RIGHT. I WAS HEARING SIRENS EVERYWHERE AND KNEW THEY WERE LOOKING FOR ME. UPON REACHING THE ROAD AND WALKING TOWARD THE HIGHWAY, I SAW A FIRE TRUCK GOING BY AND FLAGGED HIM DOWN. TEAR DOWN OF THE CARBURETOR DID NOT SHOW ANY MAJOR PROBLEMS WITH IT. AS PILOT STATED ENGINE WOULD RUN OFF THE PRIMER, SO THERE WAS GOOD FUEL SUPPLY. OWNERS ARE SENDING CARBURETOR OUT TO BE OVERHAULED. ENGINE HAS 1598 HRS ON IT AND THE CARB HAS SAME AMOUNT OF TIME. ## Other reports on N1429Y (1) Matched to the same aircraft by N-number and date. - [Incident 19920822040449I](https://openairdocs.org/incident/19920822040449I), Aug 22, 1992: Cessna 172C (N1429Y), Lancaster, PA. Fuel exhaustion. Forced landing in a field. Found left wing fuel cap gasket was leaking. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. 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