Cessna 182A accident near Parkton, North Carolina, January 7, 2001
On January 7, 2001 at about 6:40 pm local time, a Cessna 182A, registered N5883B, was substantially damaged in an accident near Parkton, North Carolina (Southern Comforts Aerodrome airport). It was a skydiving 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 loss of engine power during a normal descent due to fuel starvation for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 7, 2001 · about 6:40 pm local time
- Place
- Parkton, North Carolina · Southern Comforts Aerodrome · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182A · all 182As on the register
- Registration
- N5883B · no longer on the register · serial 33883
- Damage
- Substantial damage
- Flight
- Skydiving flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight departed with approximately 20 gallons of fuel in each fuel tank and offloaded skydivers at 10,500 feet, then descended to return with the throttle at idle, the fuel/air ratio leaned; and carburetor heat applied. At 2,000 feet, the pilot began to level off and, "realized I was having engine trouble and began my emergency procedures for an engine failure at altitude...." He checked the position of the fuel selector valve which was in the same position it was selected for takeoff, "both on." He positioned the fuel selector to the left, right, and both positions with negative results, and also checked "my ignition and check all fuses." He was unable to start the engine and performed a forced landing in a field. Before touchdown he turned off the fuel selector valve; after touchdown, the airplane nosed over. The fuel strainer was empty when examined by a mechanic approximately 45 minutes after the accident. Examination of the airplane by an FAA inspector approximately 24 hours after the accident revealed the flexible hose from the fuel strainer to the carburetor contained a slight amount of fuel (capful). No discrepancies with the fuel strainer, ignition, or vent systems noted. Following release by the FAA for recovery, the carburetor was removed and no fuel spray noted from the accelerator pump discharge nozzle when the throttle was activated. The fuel flow rate through the fuel selector valve was less with the fuel selector valve positioned to the right tank than with the valve positioned to the left or both positions. Disassembly of the fuel selector valve revealed no evidence of debris or wear; no determination was made as to the reason for the low fuel flow rate with the fuel selector positioned to the "right" position. Historical uneven fuel consumption greater from the left tank was noted while operating the airplane in skydiving operations that involve mainly climbs and descents. After repairs, the engine was placed on the airframe and operated with no discrepancies noted. Post accident testing with an exemplar carburetor, the accident fuel strainer and flexible hose from the fuel strainer to the carburetor with the assembly placed inverted revealed the carburetor leaks fluid to a certain level but fluid remains in the bowl. Additionally, with the assembly inverted and the carburetor bowl empty but fluid in the fuel strainer and flexible line, fluid does not flow into the carburetor bowl. The fuel selector valve was repaired last on March 18, 1977, in which an o-ring on the fuel selector shaft was replaced.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 188 hours in all; 5 in this make and model; 6 in the last 90 days; 5 in the last 30 days; 62 as pilot in command
- Last flight review: June 18, 2000
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,951 hours
- Last inspection: 100-hour inspection, December 27, 2000; 11 hours since
- Maximum gross weight: 2,650 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental O-470-L (piston); 0 hours total
The flight
- Departed from: 35W Parkton NC at 6:20 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 28°F (-2°C)
- Altimeter: 29.92 inHg
- Observation at 6:53 pm from KFAY
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.
Other NTSB records under N5883B 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.