Cessna 172H accident near Hickory, North Carolina, July 13, 1996
On July 13, 1996 at about 10:06 pm local time, a Cessna 172H, registered N1637F, was substantially damaged in an accident near Hickory, North Carolina (Hickory airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
Engine stoppage for undetermined reasons. A factor was the terrain furrows.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 13, 1996 · about 10:06 pm local time
- Place
- Hickory, North Carolina · Hickory · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172H · all 172Hs on the register
- Registration
- N1637F · registry record · serial 17255032
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight the pilot noted a reduction in engine speed. He applied carburetor heat. The engine ran roughly a few minutes, then returned to the previous speed. The pilot indicated that the trip was taking longer than expected because of headwinds. At the destination he requested a practice instrument landing system approach. During the approach the engine sputtered. The pilot reported that at that time the fuel gauges read empty and 1/4, left and right, respectively. The engine subsequently quit and a forced landing was made to a field. The airplane nosed over after the nose wheel struck a furrow. The pilot also stated that he thought there could be a fuel problem because he previously had trouble with the right fuel gauge, and because of the length of this trip. Weather conditions were conducive to serious carburetor icing at glide power. During a post accident examination of the airplane, only residual fuel was found in the fuel system. However, the airplane was inverted about ten hours prior to its examination, and blue staining was noted on the wings around the fuel vents. Once the airplane was righted and fuel added to the fuel system, the engine operated.
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
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 244 hours in all; 149 in this make and model; 31 in the last 90 days; 5 in the last 30 days; 175 as pilot in command; 159 on instruments
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,105 hours
- Last inspection: annual inspection, November 22, 1996
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-D (piston); 0 hours total
The flight
- Departed from: KFDK Frederick MD at 6:16 pm
- Destination: KHKY NC
- Flight plan: IFR
- Runway 24, 6,400 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 3,000 ft
- Temperature: 84°F (29°C), dew point 68°F (20°C)
- Altimeter: 29.00 inHg
- Observation at 8:55 pm from HKY, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ATL96LA105.