Waco UPF7 accident near Warrenton, Virginia, July 23, 2000
On July 23, 2000 at about 5:25 pm local time, a Waco UPF7, registered N32162, was substantially damaged in an accident near Warrenton, Virginia (Flying Circus Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the loss of engine power over unsuitable terrain due to an inoperative magneto.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 2000 · about 5:25 pm local time
- Place
- Warrenton, Virginia · Flying Circus Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Waco UPF7 · all UPF7s on the register
- Registration
- N32162 · registry record · serial 5794
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The open-cockpit biplane departed on its seventh takeoff of the day from the turf runway at close to its maximum allowable gross weight. The pilot reported that the takeoff roll was sluggish, and that the airplane would not climb after liftoff. The pilot aborted the takeoff; the airplane touched down, overran the airport boundary into a soybean field and trees. A witness stated that during the takeoff, 'It sounded like it was missing and carrying on.' After the accident, a loaner propeller was installed; the engine started immediately, and ran smoothly without interruption. However, the engine would not accelerate to full operating RPM, and magneto checks produced intermittent results. The engine was stopped and the engine controls and fuel and air filters were inspected. The engine was restarted and accelerated to 1,000 rpm. The magneto switch was placed on the left only, and the engine was accelerated to 1,600 rpm smoothly and without interruption. Engine power was reduced to 1,000 rpm and the magneto switch was selected to the right magneto. The engine would not accelerate with the application of throttle and engine power would randomly start and stop.
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: airline transport pilot, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 22,500 hours in all; 80 in this make and model; 200 in the last 90 days; 55 in the last 30 days; 10,000 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 820 hours
- Last inspection: annual inspection, July 12, 2000; 4 hours since
- Maximum gross weight: 2,650 lb
- Seats: 3
- Landing gear: fixed
- Engine: Continental W-670 RADIAL (piston); 0 hours total
The flight
- Departed from: 3VA3 at 5:25 pm
- Flight plan: none
- Runway 2, 2,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 5:55 pm from HEF, 14 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.
Other NTSB records under N32162 the same tail number, which may have belonged to a different aircraft at the time
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.