Cessna 170 accident near Troy, North Carolina, September 29, 1997
On September 29, 1997 at about 3:25 pm local time, a Cessna 170, registered N2554V, was substantially damaged in an accident near Troy, North Carolina (Battens Airstrip airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
delay of the pilot to abort the takeoff after noting sluggish acceleration during the takeoff roll. Factors relating to the accident were: improper timing of the magneto(s), and a malfunction of the carburetor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 29, 1997 · about 3:25 pm local time
- Place
- Troy, North Carolina · Battens Airstrip · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 170 · all 170s on the register
- Registration
- N2554V · no longer on the register · serial 18059
- 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 performed an engine run-up before starting a takeoff with no discrepancies noted. He positioned the airplane on the 2,300 foot grass airstrip (runway 17), and began taking off with a right quartering tailwind from 310 degrees at 8 knots. He applied full throttle, and noted that during the early portion of the takeoff roll, the engine rpm was at the red line. At about midfield, he noted that the acceleration seemed sluggish. He continued the takeoff roll, and about 2/3 down the runway with the tailwheel still on the runway surface, he aborted the takeoff. However, he was unable to stop the airplane before colliding with a tree beyond the end of the airstrip. Investigation revealed the magnetos were not properly timed. Also, there were indications that the carburetor and accelerator pump were not functioning properly.
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
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,140 hours in all; 188 in this make and model; 117 in the last 90 days; 32 in the last 30 days; 3,353 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,043 hours
- Last inspection: annual inspection, March 17, 1997; 12 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-A (piston); 0 hours total
The flight
- Destination: Pungo VA
- Flight plan: none
- Runway 17, 2,300 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 3:54 pm from SOP, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.