# NTSB CEN24LA226: Costruzioni Aeronautiche Tecna P2006T, N968GV, Larkspur, CO, June 16, 2024 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: June 16, 2024, 07:41 local (13:41 UTC) - Place: Larkspur, CO - Coordinates: 39.255213, -104.88791 - Nearby events: https://openairdocs.org/map.md?lat=39.2552&lon=-104.8879&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering: Fuel related](https://openairdocs.org/ntsb-events/190) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report October 8, 2025 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: ANSV, FAA, Rotech Flight Safety - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 194483 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN24LA226 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194483/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=194483 - Page: https://openairdocs.org/ntsb/CEN24LA226 ## Probable cause The flight instructor’s failure to apply carburetor heat, which resulted in a loss of left engine power due to carburetor icing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Instructor/check pilot (probable cause); cases with it: [Costruzioni Aeronautiche Tecna P2006T, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=0330001), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Effect on equipment (probable cause); cases with it: [Costruzioni Aeronautiche Tecna P2006T, 1 case](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=0330001), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Instructor/check pilot (probable cause); cases with it: [Costruzioni Aeronautiche Tecna P2006T, 2 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=0330001), [All aircraft, 792 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering: Simulated/training event](https://openairdocs.org/ntsb-events/600); cases with it: [Costruzioni Aeronautiche Tecna P2006T, 1 case](https://openairdocs.org/ntsb-events/600/sequence.md?model=0330001), [All aircraft, 173 cases](https://openairdocs.org/ntsb-events/600/sequence.md) - [Maneuvering: Fuel related](https://openairdocs.org/ntsb-events/190) (defining event); cases with it: [Costruzioni Aeronautiche Tecna P2006T, 1 case](https://openairdocs.org/ntsb-events/190/sequence.md?model=0330001), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) ## Analysis The flight instructor and commercial pilot receiving multi-engine instruction intentionally shut down the left engine after they performed one-engine-inoperative (OEI) training. They restarted the left engine successfully on the second attempt and proceeded back to the departure airport. During the descent, the pilots noticed that the airplane required additional right rudder to maintain control and then noticed a decrease in left engine coolant temperature and rpm. Carburetor heat was not used during the flight. Due to the partial loss of engine power, they diverted to the nearest airport for a precautionary landing. During the descent for landing, they secured the left engine and feathered the propeller. They were unable attain the runway and landed on a highway; when the airplane touched down, it struck a road sign with the left wing. The flight instructor then pitched up to avoid vehicles and veered left into a marshy area next to the highway. Postaccident examination of the airplane revealed that the carburetor heat levers remained in the OFF position. The left propeller lever was found retarded, but not in the feathered position. Examination of the airplane and functional test runs of both engines did not reveal any preimpact mechanical malfunctions or failures that would have precluded normal operation. The airplane was operating in atmospheric conditions that were conducive to the formation of serious icing at glide power settings. ## Factual narrative On June 16, 2024, about 0741 mountain daylight time, a Tecnam P2006T airplane, N968GV, was substantially damaged when it was involved in an accident near Larkspur, Colorado. The flight instructor and pilot receiving instruction were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 instructional flight. The flight instructor stated that he and the commercial-rated pilot receiving instruction (pilot) were completing a multi-engine training flight, which was their first multi-engine training flight together. The flight instructor had accumulated 115 flight hours in the accident airplane make and model, all of which were completed while acting as flight instructor. During the first portion of the flight, they completed five full-stop, taxi-back landings at Centennial Airport (APA), Englewood, Colorado. After the final landing, they proceeded to the southwest and climbed to 10,800 ft mean sea level (about 4,500 ft above ground level [agl]), where they intended to practice OEI training procedures in the North Perry practice area designated for multi-engine training. They initially completed directional control exercises and multiple simulated engine-out emergencies so the pilot receiving instruction could understand the step-by-step process. Next, they shut down the left engine by turning the left ignition switches to OFF. With the engine secured and the propeller feathered, the pilot maneuvered the airplane for “a little bit” until they attempted to the restart the engine. They referenced the engine restart checklist and attempted to restart the engine but were unsuccessful. They waited about 5 seconds, then engaged the starter buttons again and the engine restarted successfully. They slowly increased the left engine throttle and completed the cruise checklist before proceeding back toward APA. While en route, the flight instructor noted that the airplane required additional right rudder to maintain control. The pilot took over the controls and confirmed that more right rudder was required. The flight instructor noted that the left engine coolant temperature and rpm had decreased so he took back the controls and proceeded to Perry Park Airport (CO93), Larkspur, Colorado, which was about 4 nm south of their location. After completing a 180° turn to south, he secured the left engine and feathered the propeller. The airplane was difficult to control and the airplane was rapidly losing altitude. When he realized that they could not reach CO93, he set up to land on Interstate 25 (I-25). Just before landing in the southbound lanes of I-25, he pitched up and banked left to avoid hitting southbound vehicles. The airplane climbed over the traffic, then impacted a marshy area to the east of I-25. The pilot receiving instruction reported that he had previously accumulated 2 flight hours in the accident airplane make and model, which was his only multi-engine flight experience. He added that when they turnedtoward CO93 and secured the left engine, they were not sure if the propeller was fully feathered. ADS-B data indicated that they departed APA about 0617 and completed five full-stop landings. At 0715, after the fifth landing, they departed to the southwest and climbed to 10,800 ft mean sea level (msl). The airplane was in the North Perry practice area for about 10 minutes between 10,200 ft msl and 10,800 ft msl, before the airplane turned north toward APA. In the next 3 minutes, the airplane descended about 2,000 ft before making a 180° turn toward CO93. After completing the turn, the airplane was about 1,600 ft agl and 4 nm from CO93. In the next 2 minutes the airplane continued south over I-25 before the forced landing. The final ADS-B point was recorded 1.1 nm from CO93 about 200 ft agl. Witness videos of the accident flight showed that the airplane descended over I-25 with the right propeller rotating and the left propeller not rotating. The left wing struck a road sign, veered left, and climbed over the oncoming traffic. The end of the accident sequence was not captured in the video. The airplane came to rest inverted in a swampy area 0.17 nm east of the runway at CO93 and sustained substantial damage. The fuselage came to rest inverted and folded on top of the wings. The engines remained attached to the nacelles. The right propeller blades were fractured. The left propeller blades were relatively undamaged and appeared to be feathered. Postaccident examination of the airplane revealed that the left propeller lever was found retarded but not in the feathered position. The lever sustained damage and was bent right about 90° and the pedestal upper cover was bent to the right in the same area as the lever was bent over. The left throttle lever was found retarded about mid travel. The carburetor heat levers were positioned to OFF. The left and right engines were examined and prepared for functional test runs; both engines were run successfully at various power settings. There were no preimpact mechanical malfunctions or failures found during the examination or engine functional test runs that would have precluded normal operation. The airplane’s Garmin G1000 avionics were removed and sent to the NTSB Vehicle Recorder Laboratory for data extraction. The units did not record any engine parameter data. A review of the Carburetor Icing Probability Chart located in the Federal Aviation Administration’s Special Airworthiness Information Bulletin CE-09-35, Carburetor Icing Prevention, dated June 30, 2009, indicated that the atmospheric conditions in which the airplane was operating were conducive to the formation of serious icing at glide power settings. The aircraft flight manual, Section 4 – Normal procedures (2.2 Single engine training), stated in part: The best practice to perform single engine training is to retard one engine to the flight parameters equivalent to a dead engine. A simulated feather condition is obtained with propeller lever fullforward and throttle lever set at 13.5 in Hg MAP [manifold pressure] at 70-90 KIAS [knots indicated airspeed] and 2,000-4,000 ft (density altitude). In normal operations, shutting down an engine for training shall not become a habit, in particular for safety reasons and in order to optimise training; engine shutdown to perform OEI shall be executed only when required by regulations (e.g. during flight check, skill tests or demonstration as per 14 CFR Part 61 or equivalent rule). The continuous operation of engine securing for training may indeed cause long term damages to the engine itself due to the high load coming from propeller (which is in feathering angle during the engine re-starting). ## Aircraft - Registration: [N968GV](https://openairdocs.org/aircraft/N968GV), registered now, S/N 247/US, built 2018 (OpenAirDocs) - Reported make and model: COSTRUZIONI AERONAUTICHE TECNA P2006T - Registry model: [Costruzioni Aeronautiche Tecna P2006T](https://openairdocs.org/model/costruzioni-aeronautiche-tecna-p2006t) (registry code 0330001) (OpenAirDocs) - Registry engine: [Rotax 912S3](https://openairdocs.org/engine/rotax-912s3) (registry code 55594, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 247/US - Year built: 2018 - Airframe hours: 1572.7 - Engines: Rotax 912S3 98 horsepower reciprocating; Rotax 912S3 98 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Marsh Equipment LLC - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, May 31, 2024 - Departed: KAPA, Centennial, CO - Airport: CO93, Perry Park, runway 16/34, 5,700 × 40 ft, concrete - Equipment: Stall warning system, Satellite tracking device, Onboard weather, Electronic primary flight display, Electronic multifunction display, ADS-B, Auto-pilot, Electronic flight bag or handheld device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 28; injuries: serious; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review February 9, 2023; seat: right; restraint: 3-point; flight hours: 1,174 total, 115 in this make and model, 1,036 as pilot in command, 188 in the last 90 days, 16 in the last 30 days, 0 in the last 24 hours - Pilot; age 23; injuries: serious; flight instructor, commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review June 26, 2023; seat: left; restraint: 3-point; flight hours: 1,084 total, 2 in this make and model, 1,081 as pilot in command, 206 in the last 90 days, 29 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 5 knots - Visibility: 10 statute miles - Temperature: 75 °F, dew point 43 °F - Altimeter: 29.90 inHg - Observed at: KAPA, 18 nm away - METAR: METAR KAPA 161353Z 11005KT 10SM FEW130 SCT200 24/06 A2990 RMK AO2 SLP036 T02390061= ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20240616010169A](https://openairdocs.org/incident/20240616010169A), Jun 16, 2024: Costruzioni Aeronautiche Tecnam P2006T, Larkspur, CO, Substantial damage. On June 16, 2024, aproximately 0746 mountain daylight time, a technam P2006T airplane, was substantially damaged when it was involved in an accident near… ## Docket (15 files) The files NTSB released with the investigation on October 8, 2025, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=194483. 58.4 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (CFI) (item 1, PDF, 11 pages, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18405684&FileExtension=pdf&FileName=6120%20-%20CFI_Redacted-Rel.pdf - Pilot/operator aircraft accident report, NTSB form 6120.1 (pilot) (item 2, PDF, 11 pages, 5.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18406081&FileExtension=pdf&FileName=6120%20-%20Pilot_Redacted-Rel.pdf - Correspondence - CFI statement (item 3, PDF, 1 page, 288 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18406403&FileExtension=pdf&FileName=CFI%20email%20statement_Redacted-Rel.pdf - Photos and flight track images (item 4, PDF, 14 pages, 13 photos, 16.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18828877&FileExtension=pdf&FileName=Photos-Images-Rel.pdf - NTSB examination summary (item 5, PDF, 15 pages, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18827561&FileExtension=pdf&FileName=NTSB%20Exam%20summary%20CEN24LA226-Rel.pdf - NTSB recorders email report (item 6, PDF, 4 pages, 3 photos, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18406413&FileExtension=pdf&FileName=RE%20email%20report%20with%20photos_Redacted-Rel.pdf - Carburetor icing probability charts (item 7, PDF, 2 pages, 493 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19314091&FileExtension=pdf&FileName=CEN24LA226%20-%20Carburetor%20Icing%20Probability%20Charts-Rel.pdf - FAA ADS-B data (item 8, XLSX, 6.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18407103&FileExtension=xlsx&FileName=20240616_AD7A88_553042051_ADSB-Rel.xlsx - Garmin data log file (item 9, CSV, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18828198&FileExtension=csv&FileName=log_240616_035326_KAPA%20(Garmin%20data)-Rel.csv - Tecnam aircraft flight manual excerpts (item 10, PDF, 14 pages, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18831046&FileExtension=pdf&FileName=Pages%20from%20AFM%20P2006T%20Ed4Rev20-Rel.pdf - Maintenance records (item 11, PDF, 17 pages, 7.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18407630&FileExtension=pdf&FileName=Maintenance%20records_Redacted-Rel.pdf - Weight and balance form (item 12, PDF, 1 page, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18827274&FileExtension=pdf&FileName=N968GV%20weight%20and%20balance%20form_Redacted-Rel.pdf - Witness dash cam video via youtube (item 13, MP4, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18827778&FileExtension=mp4&FileName=Witness%20video%20(dashcam)-Rel.mp4 - Witness cell phone video via youtube (item 14, MP4, 6.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18827411&FileExtension=mp4&FileName=Witness%20video%20(Sarah%20Hackett)-Rel.mp4 - Release of aircraft wreckage, NTSB form 6120.15 (item 15, PDF, 1 page, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18406862&FileExtension=pdf&FileName=Wreckage%20release%20(signed)_Redacted-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.