Amateur-built COZY III accident near San Martin, California, February 11, 1997
On February 11, 1997 at about 7:15 pm local time, a amateur-built COZY III, registered N34PC, was substantially damaged in an accident near San Martin, California. 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
A loss of engine power due to fuel contamination. A factor in the accident is the aircraft design, which routes hydraulic lines through the fuel tank.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 11, 1997 · about 7:15 pm local time
- Place
- San Martin, California · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built COZY III
- Registration
- N34PC · registry record · serial 566
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had throttled back for a descent but when he attempted to return to level flight, throttle movement failed to produce an increase in rpm. After several unsuccessful throttle movements, he declared an emergency and was directed toward the nearest airport. When it became apparent to him that he would not reach the runway, he made an emergency off airport, gear-up landing short of the airport boundary. Fuel was present in the carburetor and gascolator. The left main tank was empty but the right tank was nearly full. The fuel selector was found positioned on the right tank. The pilot reported contamination in the right tank and gascolator. Dirt was reportedly found at the bottom of the gascolator and red colored oil globules were found on the gascolator screen. Both dirt and oil were found in fuel from the right tank. The pilot told FAA inspectors that hydraulic lines are routed through both fuel tanks. There were no other deficiencies identified.
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; rotorcraft: helicopter
- Flight time: 809 hours in all; 58 in this make and model; 24 in the last 90 days; 7 in the last 30 days; 809 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 796 hours
- Last inspection: annual inspection, September 16, 1996; 48 hours since
- Maximum gross weight: 1,800 lb
- Seats: 3
- Landing gear: retractable
- Engine: Lycoming O-320-D2J (piston); 0 hours total
The flight
- Departed from: SCK Stockton CA at 6:30 pm
- Destination: SJC San Jose CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 2,200 ft; not recorded
- Temperature: 10°F (-12°C), dew point 7°F (-14°C)
- Altimeter: 30.00 inHg
- Observation at 6:47 pm from RHV, 21 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.