Cessna 172 RG accident near Quinton, Virginia, August 3, 1997
On August 3, 1997 at about 10:15 pm local time, a Cessna 172 RG, registered N9647B, was substantially damaged in an accident near Quinton, Virginia (New Kent County airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to identify an unsafe landing gear condition. A factor in the accident was the loss of electrical power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 3, 1997 · about 10:15 pm local time
- Place
- Quinton, Virginia · New Kent County · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 RG · all 172 RGs on the register
- Registration
- N9647B · registry record · serial 172RG0943
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was in cruise flight when he discovered that neither the radios nor the fuel gauges were operating. The airplane had flown approximately one hour on full fuel tanks. The pilot chose to make a precautionary landing at an airport 10 miles prior to his destination. The pilot stated that he lowered the landing gear '...and received what I thought was a safe gear indication.' Two witnesses stated they saw the airplane over the runway with the main landing gear out of the wheel wells, but not completely down and locked. Before they could advise the pilot over the radio, the airplane touched down. After touchdown, the main gear collapsed and the airplane departed the left side of the runway. In a written statement, the pilot said, 'During the flight, I didn't notice the low voltage light on the ammeter.' The examination of the airplane included a check of the battery voltage which showed 19.5 volts. This reading immediately dropped to 9 volts when the master switch was turned on. The gear warning horn operated when the throttle was retarded. The low voltage light illuminated, however it was difficult to see without shielding it from the sunlight. The battery was placed on a charger and the engine was started. The ammeter showed a positive charge, indicating the alternator was operating.
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: single-engine land; instrument: airplane
- Flight time: 287 hours in all; 1 in this make and model; 6 in the last 90 days; 3 in the last 30 days; 223 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,854 hours
- Last inspection: annual inspection, March 14, 1997; 77 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
The flight
- Departed from: ORF Norfolk VA at 9:30 pm
- Destination: RIC Richmond VA
- Flight plan: VFR
- Runway 28, 3,600 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 7 knots
- Visibility: 9 statute miles
- Sky: scat at 25,000 ft
- Temperature: 90°F (32°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
- Observation at 8:54 pm from RIC, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.