Cessna 170 accident near Fredericksburg, Virginia, February 23, 2002
On February 23, 2002 at about 11:25 pm local time, a Cessna 170, registered N3832V, was substantially damaged in an accident near Fredericksburg, Virginia (Shannon airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The unauthorized modification of the air control box by unknown persons, and the failure of subsequent mechanics to note and correct the deficiency. Factors included the carburetor icing conditions and the unsuitable terrain mandated by the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 23, 2002 · about 11:25 pm local time
- Place
- Fredericksburg, Virginia · Shannon · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 170 · all 170s on the register
- Registration
- N3832V · no longer on the register · serial 18690
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot flew the airplane for 1 hour and 40 minutes, with no deficiencies noted. The pilot entered the airport traffic pattern, reduced power, and applied carburetor heat. When he turned onto the final approach course, he reduced the throttle to idle and the engine stopped producing power. The pilot was unable to glide to the runway, and performed a forced landing to a railroad bed. Examination of the airplane revealed that actuation of the carburetor heat control would not move the control arm on the air control box. Further examination revealed a kink in the control cable, about an inch above an unauthorized repair/modification to the control arm-cable connection. According to the owner, no repairs or modifications were made to the air control box actuating system since he purchased the airplane, nor was the modification noted or corrected during a recent annual inspection. Atmospheric conditions at the time of the accident were conducive to carburetor icing at glide or cruise power settings.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 407 hours in all; 93 in this make and model; 24 in the last 90 days; 11 in the last 30 days; 253 as pilot in command
- Last flight review: June 12, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 3,276.2 hours
- Last inspection: annual inspection, July 20, 2001; 50 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental C-145-2 (piston); 0 hours total
The flight
- Departed from: EZF Fredericksburg VA at 9:45 pm
- Flight plan: none
- Runway 06, 2,900 ft by 150 ft
Weather at the time
- Light: night
- Wind: from 070° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 45°F (7°C), dew point 21°F (-6°C)
- Altimeter: 30.12 inHg
- Observation at 11:21 pm from EZF, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.