Funk Aircraft Co. C accident near Merced, California, August 31, 2001
On August 31, 2001 at about 9:00 pm local time, a Funk Aircraft Co. C, registered N22694, was substantially damaged in an accident near Merced, California (Merced airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper modification of the airplane when he switched a nonvented fuel cap to the fuselage tank. A factor was the inadequate annual inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 31, 2001 · about 9:00 pm local time
- Place
- Merced, California · Merced · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Funk Aircraft Co. C
- Registration
- N22694 · registry record · serial 22
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he had departed the Merced airport approximately 1400. He climbed upwind until reaching an indicated altitude of 700 feet, and then began a left turn to 210 degrees for an on-course heading to Frazier Lake. At this point, he began to feel a slight loss of engine power, followed by a slow reduction of engine power, which eventually reached a nearly wind milling condition. He pumped the throttle, but the engine did not respond. He attempted to return to the airport, but realized he was too far away to land on the runway. He landed in a plowed field, where the airplane nosed over. According to the pilot, the wing tanks were empty at the time of departure, and the only tank in use was the fuselage tank. He stated that a possible cause of the engine failure was the use of a nonvented fuel tank cap. A post accident examination of the engine revealed the only discrepancy was a nonvented fuel cap on the fuselage tank. As fuel was being drained from the tank through the carburetor the drain flow ceased. The fuselage fuel tank cap was removed, a vacuum sound was heard, and the drain flow began again. The pilot stated he had switched the fuselage fuel tank cap prior to the last annual inspection that occurred 6 months and 8 hours prior to this flight.
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: 651 hours in all; 501 in this make and model; 4 in the last 90 days; 2 in the last 30 days; 537 as pilot in command
- Last flight review: November 9, 1999
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, February 19, 2001; 8 hours since
- Maximum gross weight: 1,250 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235-C-1 (piston); 0 hours total
The flight
- Departed from: MCE Merced CA at 9:00 pm
- Destination: 1C9 Hollister CA
- Flight plan: none
- Runway 30, 5,903 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 52°F (11°C)
- Altimeter: 30.05 inHg
- Observation at 8:53 pm from KMCE, 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.