# NTSB CEN24LA316: Cessna A185E, N2248T, Eveleth, MN, August 14, 2024 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: August 14, 2024, 15:00 local (20:00 UTC) - Place: Eveleth, MN - Coordinates: 47.443473, -92.47649 - Nearby events: https://openairdocs.org/map.md?lat=47.4435&lon=-92.4765&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Fuel contamination](https://openairdocs.org/ntsb-events/193) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: Continental Motors, FAA-Minneapolis FSDO - ADs cited in the narratives: [AD 84-10-01 R1](https://openairdocs.org/ad/84-10-01-R1) (OpenAirDocs) - NTSB case key (mKey): 194934 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN24LA316 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194934/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=194934 - Page: https://openairdocs.org/ntsb/CEN24LA316 ## Probable cause Water contamination of the fuel system which resulted in a total loss of engine power. Contributing was the pilot’s inadequate preflight. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid condition (probable cause); cases with it: [Cessna A185E, 2 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2072818), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Fuel system: fuel storage](https://openairdocs.org/ntsb-findings/01022810): Aircraft › Aircraft systems · Not serviced/maintained (probable cause); cases with it: [Cessna A185E, 1 case](https://openairdocs.org/ntsb-findings/01022810/cases.md?model=2072818), [All aircraft, 60 cases](https://openairdocs.org/ntsb-findings/01022810/cases.md) - [Planning/preparation](https://openairdocs.org/ntsb-findings/02061000): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna A185E, 2 cases](https://openairdocs.org/ntsb-findings/02061000/cases.md?model=2072818), [All aircraft, 113 cases](https://openairdocs.org/ntsb-findings/02061000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Fuel contamination](https://openairdocs.org/ntsb-events/193) (defining event); cases with it: [Cessna A185E, 1 case](https://openairdocs.org/ntsb-events/193/sequence.md?model=2072818), [All aircraft, 225 cases](https://openairdocs.org/ntsb-events/193/sequence.md) - [Landing: Hard landing](https://openairdocs.org/ntsb-events/092); cases with it: [Cessna A185E, 1 case](https://openairdocs.org/ntsb-events/092/sequence.md?model=2072818), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna A185E, 4 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2072818), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis The pilot reported that the float-equipped airplane had a total loss of engine power shortly after takeoff from a lake. The pilot conducted a forced landing to an open area of grass on the lake shoreline. The pilot reported that the airplane touched down very hard with the wings level and skidded upright about 150 ft. The airplane sustained substantial damage to the fuselage during the hard forced landing. The pilot stated that a few weeks before the accident the airplane was exposed to a significant rain event. He stated he drained fuel and checked for water before the flight, but did not observe any water contamination. The left- and right-wing fuel cap seals exhibited deterioration and discoloration around the outer surface but were otherwise pliable. The fuel cap sealing surfaces on both wings were corroded. Examination of the fuel that was collected at the accident scene revealed about 1 gallon of water in the bottom of the collection tank. Based on the airframe examination, it is likely that rainwater entered the fuel tanks due to the poor condition of the fuel caps and their respective wing sealing surfaces. A postaccident engine run was conducted, and the engine started, idled, and accelerated without hesitation. In the absence of a mechanical engine malfunction, the total loss of engine power was likely due to water contamination ingested by the engine shortly after takeoff. ## Factual narrative On August 14, 2024, about 1500 central daylight time, a Cessna A185E airplane, N2248T, sustained substantial damage when it was involved in an accident near Eveleth, Minnesota. The pilot and passenger were not injured. The float-equipped airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that shortly after takeoff from the lake, at an altitude about 75 ft above ground level, the engine suddenly stopped operating. The pilot conducted a forced landing to an open area of grass at the sea plane base. The pilot reported that the airplane touched down very hard with the wings level and skidded upright about 150 ft. The airplane sustained substantial damage to the fuselage during the hard landing. Postaccident examination revealed that the wing fuel tanks remained intact. The fuel tanks were drained of fuel by the recovery company and the fuel was collected into a container. About 30 gallons of fuel consistent with 100 low lead aviation fuel was collected. The fuel tanks had rubber bladders, both with wrinkling on the lower surface, as shown in Figure 1. The fuel vents were not obstructed. Figure 1. Left- and right-wing fuel bladders with wrinkles. The left- and right-wing fuel cap seals exhibited deterioration and discoloration around the outer surface but were otherwise pliable. The fuel cap sealing surfaces on both wings were corroded. The fuel that was collected at the accident scene tested positive for water with water finding paste. A visual examination of the collection tank revealed about 1 gallon of water in the bottom of the tank. The engine remained attached to the fuselage. The propeller remained attached to the engine and all three blades remained attached to the hub. All three blades were bent and showed rotational scoring and leading-edge damage. The propeller was removed and replaced with an intact propeller to facilitate an engine test run. Fuel was plumbed into the engine from the left-wing root fuel pickup. The engine started, idled, and accelerated without hesitation. No anomalies were noted during the engine run. The pilot stated that the airplane had sat outside during a significant rain event a few weeks before the accident. The airplane was flown after the rain event in smooth air and had sat again for about two weeks before the accident flight. The pilot drained fuel and checked for water before the flight, but did not observe any water contamination. The pilot reported that after taking off, the airplane made a significant yaw shortly before the loss of engine power. The pilot noted on the day of the accident, the wind was gusting and the air was bumpy. An Airworthiness Directive (AD), 84-10-01 Bladder Fuel Cells Revision 1, was issued on October 4, 1986. The AD requires a fuel cell fluid retention test and recurrent inspections of the fuel cells to prevent power loss or engine stoppage due to water contamination of the fuel system. The AD lists the inspection steps andremedial actions necessary. The AD gives two options if inspection of the fuel cells reveals more than 3 ounces of fluid. One option is to fabricate and install a placard detailing instructions to check for fuel contamination during preflight. A second option is to install reduced diameter (raised filler neck) fuel caps on all fuel filler openings. Compliance with the AD was not properly recorded in the airframe log; however, the airplane had reduced diameter fuel caps installed, which complied with the AD. Additionally, recurrent inspections required by the AD no longer apply with the installation of the reduced diameter filler caps. ## Aircraft - Registration: [N2248T](https://openairdocs.org/deregistered/N2248T-2026-07-11), registration cancelled 2026-07-11, S/N 185-1406, built 1968 (OpenAirDocs) - Reported make and model: CESSNA A185E - Registry model: [Cessna A185E](https://openairdocs.org/model/cessna-a185e) (registry code 2072818) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 185-1406 - Year built: 1968 - Engines: Continental IO-550D 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 13, 2024 - Destination: CDD, Crane Lake, MN - Airport: 9Y5, Sky Harbor - Equipment: ADS-B, Auto-pilot ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 37; injuries: none; commercial; airplane ratings: single-engine sea, single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review September 1, 2022; seat: left; restraint: 3-point; flight hours: 2,354 total, 354 in this make and model, 2,354 as pilot in command, 50 in the last 90 days, 18 in the last 30 days, 0.2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 160° at 8 knots, gusting 14 - Visibility: 10 statute miles - Temperature: 79 °F, dew point 63 °F - Altimeter: 30.07 inHg - Observed at: KEVM, 1 nm away - METAR: KEVM 141955Z AUTO 16008G14KT 10SM SCT044 26/17 A3007 RMK AO2 T02590170 ## 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 20240814012729A](https://openairdocs.org/incident/20240814012729A), Aug 14, 2024: Cessna A185E, Eveleth, MN, Substantial damage. PIC departed seaplane base by water taxing across the lake for take off into the wind. Engine lost power just after takeoff from lake. Aircraft was… ## Other investigations on N2248T (1) 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. - [NTSB ANC01LA088](https://openairdocs.org/ntsb/ANC01LA088), Jul 7, 2001: Cessna 185 (N2248T), Cantwell, AK, substantial damage. Probable cause: The student pilot's failure to abort a landing resulting in an overrun. Factors in the accident were the pilot's diverted attention, and gusty wind conditions. ## Docket (8 files) The files NTSB released with the investigation on May 6, 2025, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=194934. 9.9 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 3.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17794750&FileExtension=pdf&FileName=6120%20N2248T_Redacted-Rel.pdf - Investigation photographs (item 2, PDF, 2 pages, 438 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17801838&FileExtension=pdf&FileName=Photo%20Array_CEN24LA316-Rel.pdf - Examination summary (item 3, PDF, 9 pages, 612 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18019285&FileExtension=pdf&FileName=Exam%20Summary%20N2248T-Rel.pdf - Memorandum for record a�� telephone interview, pilot (item 4, PDF, 1 page, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18019768&FileExtension=pdf&FileName=MOR%20Robillard-Rel.pdf - Airworthiness directive 84-10-01 R1 (item 5, PDF, 4 pages, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17801945&FileExtension=pdf&FileName=AD%2084-10-01-Rel.pdf - Statement of party representatives to NTSB investigation (item 6, PDF, 1 page, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17795591&FileExtension=pdf&FileName=Party-Representative%20Form-Continental_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 7, PDF, 1 page, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18016485&FileExtension=pdf&FileName=Wreckage%20Release%20N2248T_Redacted-Rel.pdf - Memorandum for record a�� FAA (item 8, PDF, 1 page, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18036679&FileExtension=pdf&FileName=Logbook%20MOR-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.