Beech C23 accident near Carrollton, Ohio, September 22, 2007
On September 22, 2007 at about 12:45 pm local time, a Beech C23, registered N9793L, was substantially damaged in an accident near Carrollton, Ohio (Carroll County - Tolson Arpt. airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power during approach due to carburetor ice and the uneven terrain encountered during the forced landing which caused the airplane to nose over. Weather conducive to carburetor icing was a contributing factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 22, 2007 · about 12:45 pm local time
- Place
- Carrollton, Ohio · Carroll County - Tolson Arpt. · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C23 · all C23s on the register
- Registration
- N9793L · no longer on the register · serial M-1398
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane nosed over during a forced landing following the partial loss of engine power in the traffic pattern. The pilot reported that while on downwind he reduced engine power to initiate a descent. While on base leg the airplane descended below glide path. The engine did not respond to multiple throttle inputs and continued to operate at 1,500 rpm regardless of throttle position. The airplane was too low to make the airport and a forced landing was made to a cornfield. The airplane nosed over during landing. Twelve gallons of fuel were drained from the airplane after the accident. The fuel selector was positioned on the left tank, the mixture control was mid-travel, and the carburetor heat was "off." The throttle, mixture, and carburetor heat controls functioned properly. A post accident inspection did not reveal any anomalies consistent with a loss of engine power. The temperature and dew point in the vicinity of the accident site were 20 degrees and 17 degrees Celsius, respectively. Data indicated the possibility of moderate carburetor icing at cruise power and serious icing at descent power under those conditions.
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
- Flight time: 721 hours in all; 696 in this make and model; 4 in the last 90 days; 1 in the last 30 days; 696 as pilot in command
- Last flight review: August 1, 2007
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,755.3 hours
- Last inspection: annual inspection, October 1, 2006
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4G (piston); 0 hours total
The flight
- Departed from: 1G8 Toronto OH at 12:00 pm
- Destination: TSO Carrollton OH
- Flight plan: none
- Runway 25, 4,300 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 63°F (17°C)
- Altimeter: 30.06 inHg
- Observation at 12:53 pm from PHD, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.