# NTSB ERA17LA160: Cessna 172, N6013E, Yankeetown, FL, April 20, 2017 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: April 19, 2017, 20:45 local (Apr 20, 2017, 00:45 UTC) - Place: Yankeetown, FL - Coordinates: 29.001667, -82.762222 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=29.0017&lon=-82.7622&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report April 4, 2019 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 95034 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA17LA160 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/95034/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=95034 - Page: https://openairdocs.org/ntsb/ERA17LA160 ## Probable cause A total loss of engine power for reasons that could not be determined because postaccident examination of the engine revealed no evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Cessna 172N, 24 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2072434), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 172N, 28 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2072434), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Enroute-cruise: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Cessna 172N, 22 cases](https://openairdocs.org/ntsb-events/060/sequence.md?model=2072434), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Landing: Ditching](https://openairdocs.org/ntsb-events/441); cases with it: [Cessna 172N, 8 cases](https://openairdocs.org/ntsb-events/441/sequence.md?model=2072434), [All aircraft, 186 cases](https://openairdocs.org/ntsb-events/441/sequence.md) ## Analysis The private pilot reported that the engine run-up and takeoff were normal for the personal flight. About 15 minutes after takeoff, while in cruise flight, the engine experienced a total loss of power, and the pilot subsequently declared an emergency. He attempted to restart the engine four times before ditching the airplane in water. The pilot and passenger then egressed without injury. Examination of the engine revealed no evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation. Although water was noted in the carburetor and fuel strainer, it could not be determined if the water entered the fuel system before the accident or when the airplane became submerged in water. Although weather conditions were conducive to the accumulation of serious icing at glide power, the investigation could not conclusively determine whether carburetor ice played a role in the loss of engine power. ## Factual narrative On April 19, 2017, about 2045 eastern daylight time, a Cessna 172N, N6013E, was substantially damaged during a forced landing to the Gulf of Mexico near Yankeetown, Florida. The private pilot and passenger were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight that was operated under the provisions of 14 Code of Federal Regulations Part 91. The flight originated from George T. Lewis Airport (CDK), Cedar Key, Florida, around 2025 and was destined for Orlando Sanford International Airport (SFB), Orlando, Florida.According to the pilot, prior to the flight he observed 29 gallons of fuel on board the airplane and performed an engine run-up with no anomalies noted. The airplane departed and leveled off about 5,500 ft mean sea level. About 15 minutes after takeoff, the engine "failed" and "violently" shook. The pilot declared an emergency and searched for a place to land. He attempted to restart the engine four times prior to ditching the airplane in the water. The pilot and passenger egressed without injury. According to Federal Aviation Administration records, the airplane was manufactured in 1978. It was equipped with a Lycoming O-320-H2AD, a 160-hp, engine. According to the airframe maintenance logbook, the most recent annual inspection was dated August 27, 2016, at a total time of 10,961.6 hours. The pilot reported that the engine had a total time of 7,378 hours, and 1,299 hours since overhaul. An examination of the airplane revealed that the right wing was substantially damaged. The engine remained attached to the airframe through all engine mounts. Examination of the engine revealed that crankshaft continuity when rotating the propeller by hand. All cylinders remained attached to the engine and were not damaged. Thumb compression was attained on all cylinders when the propeller was rotated by hand. The propeller remained attached to the engine and no damage was noted on the blades. All spark plugs were examined and no anomalies were noted with the electrodes. The oil screen was free of debris. The carburetor was examined, and no anomalies were noted. Fuel consistent with 100 low-lead (LL) aviation fuel was noted in the carburetor bowl, with traces of water. There was no debris noted in the fuel strainer, which also contained 100LL fuel with traces of water. The engine starter operated without anomaly when the key was turned in the ignition. The magnetos were removed, inspected, and were full of water. The magnetos were rotated by hand; however, spark could not be generated. The 2055 recorded weather observation at Crystal River Airport – Captain Tom Davis Field (CGC), Crystal River, Florida, located about 13 nautical miles southeast of the accident location, included wind from 100° at 6 knots, visibility 10 miles, clear skies, temperature 26°C, dew point 13°C, and an altimeter setting of 30.15 inches of mercury. The carburetor icing probability chart from Federal AviationAdministration (FAA) Special Airworthiness Information Bulletin (SAIB): CE-09-35 Carburetor Icing Prevention, June 30, 2009, showed a probability of serious icing at glide power at the temperature and dew point reported at the time of the accident. ## Aircraft - Registration: [N6013E](https://openairdocs.org/deregistered/N6013E-2019-01-31), registration cancelled 2019-01-31, S/N 17271983, built 1978 (OpenAirDocs) - Reported make and model: CESSNA 172 (N) - Registry model: [Cessna 172N](https://openairdocs.org/model/cessna-172n) (registry code 2072434) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17271983 - Year built: 1978 - Airframe hours: 10961.6 - Engines: LYCOMING O-320-H2AD 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: How Inc - Registered owner: How Inc - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, August 27, 2016, 44 hours before - Departed: CDK, CEDAR KEY, FL - Destination: SFB, ORLANDO, FL - Equipment: Auto-pilot, Electronic flight bag or handheld device, ADS-B, Onboard weather ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 19; injuries: none; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review February 2, 2016; seat: left; restraint: 3-point; flight hours: 120 total, 117 in this make and model, 70 as pilot in command, 20 in the last 90 days, 7 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: 100° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 79 °F, dew point 55 °F - Altimeter: 30.14 inHg - Observed at: CGC, 13 nm away ## 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 20170419004409A](https://openairdocs.org/incident/20170419004409A), Apr 19, 2017: Cessna 172N, Yankeetown, FL, Substantial damage. On April 19, 2017, at 2045 EDT, a Cessna 172N, N6013E, registered to how, inc., made an emergency on water landing in the gulf of Mexico just off the coast of… ## Other investigations on N6013E (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 MIA89LA170](https://openairdocs.org/ntsb/MIA89LA170), Jun 4, 1989: Cessna 172 (N6013E), Cedar Key, FL, substantial damage. Probable cause: THE PILOT'S FAILURE TO MAINTAIN DIRECTIONAL CONTROL DURING LANDING. ## Docket (6 files) The files NTSB released with the investigation on December 11, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=95034. 3.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 852 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469252&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Investigative Photograph (item 2, .PDF, 853 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469253&FileExtension=.PDF&FileName=Investigative%20Photograph-Master.PDF - Memorandum of Record - Engine Examination (item 3, .PDF, 665 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469254&FileExtension=.PDF&FileName=Memorandum%20of%20Record%20-%20Engine%20Examination-Master.PDF - Maintenance Log Excerpts (item 4, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469255&FileExtension=.PDF&FileName=Maintenance%20Log%20Excerpts-Master.PDF - Weather Reports and Records (item 5, .PDF, 150 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469256&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Carburetor Icing Chart (item 6, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469257&FileExtension=.PDF&FileName=Carburetor%20Icing%20Chart-Master.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.