# Accident 20000608040329A: Cessna 177, Nacogdoches, TX, June 8, 2000

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: June 8, 2000, 15:30 local time
- Place: Nacogdoches, TX
- Damage: Substantial damage
- Phase of flight: Go Round (Aborted VFR)
- Operating rules: General operating rules (Part 91)
- Location: 31.6124° N, 94.6520° W: Placed by OpenAirDocs: center of Nacogdoches, TX, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=31.6124&lon=-94.6520&mi=10
- Aircraft: N29383, a cancelled registration (https://openairdocs.org/deregistered/N29383-2003-02-26) (OpenAirDocs)
- Registry model: Cessna 177 (registry code 2073704, https://openairdocs.org/model/cessna-177) (OpenAirDocs)
- Registry engine: Lycoming 0-320 series (registry code 41508, https://openairdocs.org/engine/lycoming-0-320-series) (OpenAirDocs)
- Reported make and model: CESSNA 177
- Reported engine: LYC O360A1A
- Fatal injuries: 0
- Pilot flight hours: 3,663 total, 27 in this make and model, 120 in the last 90 days
- NTSB investigation: [NTSB FTW00LA175](https://openairdocs.org/ntsb/FTW00LA175) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20000608040329A

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(.4) DURING A SIMULATED EMERGENCY APPROACH TO A LANDING AREA, AT 75 FEET AGL, THE FLIGHT INSTRUCTOR TOLD THE STUDENT PILOT TO GO-AROUND. THE STUDENT ATTEMPTED TO ADD FULL POWER; HOWEVER, HE COULD NOT FULLY TURN OFF THE CARBURETOR HEAT. THE INSTRUCTOR STATED THAT THE ENGINE WOULD NOT PRODUCE FULL POWER. THE STUDENT RETRACTED THE FLAPS TO 1/4-FLAP SETTING ONCE THE AIRPLANE'S DESCENT WAS ARRESTED. THE INSTRUCTOR NOTICED THAT THE AIRPLANE WAS NOT CLIMBING AND TOOK CONTROL OF THE AIRPLANE. THE AIRPLANE IMPACTED TREES AT A SPEED OF APPROXIMATELY 50 MPH. A WEEK PRIOR TO THE ACCIDENT FLIGHT THE STUDENT EXPERIENCED A SIMILAR SITUATION DURING A GO-AROUND FOLLOWING A SIMULATED LOSS OF ENGINE POWER. THE CARBURETOR HEAT WOULD NOT SHUT OFF AND THE AIRPLANE WOULD NOT CLIMB. THE STUCK CARBURETOR HEAT CONTROL COULD NOT BE DUPLICATED BY MAINTENANCE PERSONNEL. POST-ACCIDENT EXAMINATION OF THE AIRPLANE REVEALED IMPACT MARKS INDICATING THAT THE CARBURETOR HEAT DEFLECTION DOOR WAS IN THE ON POSITION AT THE TIME OF THE ACCIDENT. THE CARBURETOR HEAT CONTROL CABLE WAS FRACTURED IN TWO, APPROXIMATELY 8 INCHES FROM THE CARBURETOR HEAT DEFLECTION DOOR ATTACH POINT. EXAMINATION OF THE CARBURETOR HEAT CONTROL CCABLE REVEALED THAT U-SHAPED INDENTIONS HAD BEEN WORN INTO THE INNER WIRE BY ITS METAL SPIRAL SLEEVE. EXAMINATION OF THE INNER WIRE REVEALED THAT IT COULD NOT CARRY ITS DESIGN LOAD DUE TO THE WEAR MARKS, AND HAD FAILED AS A RESULT OF TENSILE OVERLOAD. EXAMINATION OF THE AIRCRAFT MAINTENANCE RECORDS REVEALED THAT THE CARBURETOR CABLE HAD NOT BEEN REPLACED SINCE THE AIRPLANE WAS MANUFACTURED IN 1968. (-23) STUDENT PILOT WAS DEMONSTRATING EMERGENCY LANDINGS, LOSS OF POWER AND BEST GLIDE SPEED. STUDENT PILOT STARTED GO-AROUND AND HAD NO POWER. STUDENT PILOT COULD NOT PUSH THE CARB HEAT KNOB IN. EMERGENCY LANDING FIELD WAS OVERFLOWN AND INSTRUCTOR PILOT TRIED TO GO TO THE NEXT LANDING FIELD.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB FTW00LA175](https://openairdocs.org/ntsb/FTW00LA175), Jun 8, 2000: Cessna 177 (N29383), Nacogdoches, TX, substantial damage. Probable cause: the loss of engine power during a go-around resulting from the failure of the worn carburetor heat control cable. A contributing factor was the lack of suitable terrain for the forced landing.

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. For accidents, the NTSB's own investigation is the fuller record.

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