# NTSB WPR22LA076: Cessna 172H, N8056L, Los Angeles, CA, January 9, 2022 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: January 9, 2022, 14:09 local (22:09 UTC) - Place: Los Angeles, CA · San Fernando Rd & Osborne St - Coordinates: 34.254307, -118.40925 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.2543&lon=-118.4093&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Fuel related](https://openairdocs.org/ntsb-events/190) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: FAA - NTSB case key (mKey): 104510 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR22LA076 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/104510/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=104510 - Page: https://openairdocs.org/ntsb/WPR22LA076 ## Probable cause The pilot’s inadequate preflight inspection during which he failed to remove all water contamination in the fuel system, which resulted in a total loss of engine power on takeoff. Contributing to the accident was the condition of the fuel caps, which allowed the water to enter the fuel system. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Inspection: preflight inspection](https://openairdocs.org/ntsb-findings/02061510): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 172H, 2 cases](https://openairdocs.org/ntsb-findings/02061510/cases.md?model=2072424), [All aircraft, 551 cases](https://openairdocs.org/ntsb-findings/02061510/cases.md) - [Fluids: water](https://openairdocs.org/ntsb-findings/01071030): Aircraft › Fluids/misc hardware · Fluid condition (probable cause); cases with it: [Cessna 172H, 1 case](https://openairdocs.org/ntsb-findings/01071030/cases.md?model=2072424), [All aircraft, 13 cases](https://openairdocs.org/ntsb-findings/01071030/cases.md) - [Fuel system](https://openairdocs.org/ntsb-findings/01022800): Aircraft › Aircraft systems · Damaged/degraded; cases with it: [Cessna 172H, 1 case](https://openairdocs.org/ntsb-findings/01022800/cases.md?model=2072424), [All aircraft, 181 cases](https://openairdocs.org/ntsb-findings/01022800/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Fuel related](https://openairdocs.org/ntsb-events/190) (defining event); cases with it: [Cessna 172H, 3 cases](https://openairdocs.org/ntsb-events/190/sequence.md?model=2072424), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Cessna 172H, 13 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2072424), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) ## Analysis The pilot reported that the airplane was stored outdoors for several weeks before the accident flight. The pilot observed water in the left fuel tank during the preflight inspection and he extracted about 1 ounce of water before he derived that there wasn’t much water in the fuel system. He started the engine, taxied onto the runway, and took off to the southeast. During the initial climb, the engine lost power about 200 ft above ground level. The pilot declared an emergency to the tower controller and initiated a descending right turn. The airplane impacted the ground and came to rest on an active railroad crossing. The pilot was extracted from the accident airplane moments before it was struck by a passenger train. During the weeks prior to the accident, it had rained for 18 days. Postaccident examination of the airframe revealed that the right and left wing tank fuel cap gaskets were deteriorated and were not intact. Excessive quantities of corrosion and rust were observed throughout the gascolator and the carburetor. Postaccident examination of the airplane’s engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have prevented normal operation. It is likely that the deteriorated fuel caps allowed water to enter the fuel tanks when rain was present and that water remained in the airplane's fuel system after the pilot’s preflight inspection and engine runup. A total loss of power during the initial climbout likely occurred when the contaminated fuel reached the engine. ## Factual narrative On January 09, 2022, about 1409 Pacific standard time, a Cessna 172H, N8056L, was substantially damaged when it was involved in an accident near Los Angeles, California. The private pilot sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, the accident occurred during the airplane's first flight of the day. The airplane was stored outdoors for several weeks prior to the accident flight. During the pilot’s preflight airplane inspection, he observed water in the fuel tanks. He reported that he took a fuel sample from the left wing fuel tank, because he could see water in the tank through the filler port. He extracted about one ounce of water from the left tank and derived that, “there wasn't that much water in the fuel system.” The pilot reported that the airplane was fueled several weeks prior to the accident. He affirmed that the left wing fuel tank contained 2 gallons of 100LL and the right wing fuel tank contained 16 gallons of 100LL before starting the engine. He started the engine with the fuel selector in the BOTH tank position and ran the engine about 2 minutes, before he contacted the Whiteman Airport, Los Angeles, California (WHP) ground controller at 1404. He subsequently contacted the tower controller at 1406 to report holding short of runway 12 for departure. The pilot recalled that the flaps were set to 0° and the mixture was rich, but he could not recall if the airplane had a trim wheel. At 1408 the accident airplane was cleared for takeoff from runway 12, and the pilot taxied onto the active runway and applied full power initiating the takeoff roll. During the initial climb, about 200 ft, the engine lost power. He attempted to restart the engine by turning the ignition key to engage the starter, but the engine did not restart. At 1409 the pilot transmitted a May Day call to the tower controller and initiated a turn to the right. At 1410 the airplane impacted the ground and came to rest on an active railroad crossing. Moments later, bystanders extracted the pilot from the accident airplane, just before the airplane was struck by a Metrolink passenger train. Climatological observation records from the National Oceanic and Atmospheric Administration revealed that during the weeks leading up to the accident, rain was observed in and around WHP. The observation indicated that the presence of rain was detected a total of 18 days while the airplane was stored outdoors. Postaccident examination of the accident airframe revealed that the right wing tank fuel cap was present, but missing the silicone vent. The right fuel cap rubber gasket was hard to the touch, brittle, and portions of the outer gasket had deteriorated and were missing. The left wing tank fuel cap was present, but the rubber gasket was hard to the touch, brittle, and portions of the outer gasket had deteriorated and were missing. Continuity of the fuel system was observed from theleft and right wing fuel tank inboard fuel pickups, through the fuel selector and gascolator using compressed air to verify volumetric flow. The gascolator was disassembled and revealed about 1 teaspoon of a white, granulated, corrosion substance. Internally, the gascolater bowl was pitted, and the filter screen revealed a vivid line of corrosion emanating from the top left to the bottom right, consistent with the accident airplane’s postimpact resting position. The presence of rust and the corroded substance were observed throughout the gascolator. The carburetor was disassembled and about ½ teaspoon of the corroded substance was extracted from the fuel inlet screen. Rust, and the corroded substance were observed throughout the carburetor. Postaccident examination of the airplane’s engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have prevented normal operation. ## Aircraft - Registration: [N8056L](https://openairdocs.org/aircraft/N8056L), registered now, S/N 17256256, built 1967 (OpenAirDocs) - Reported make and model: CESSNA 172H - Registry model: [Cessna 172H](https://openairdocs.org/model/cessna-172h) (registry code 2072424) (OpenAirDocs) - Registry engine: [Continental 0-300 series](https://openairdocs.org/engine/continental-0-300-series) (registry code 17022, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17256256 - Year built: 1967 - Airframe hours: 8628.9 - Engines: Continental O-300-D 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Mark Jenkins - Registered owner: Mark Jenkins - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 5, 2021, 9.6 hours before - Destination: OXR, Oxnard, CA - Airport: WHP, Whiteman, runway 12, 4,120 × 75 ft, asphalt - Equipment: ADS-B ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 70; injuries: serious; private; airplane ratings: single-engine land; medical: with waivers/limitations; seat: left; restraint: 3-point; flight hours: 1,506 total, 706 in this make and model, 1,100 as pilot in command, 3 in the last 90 days ## Weather - Conditions: Visual (VMC), Day - Wind: 150° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 72 °F, dew point 23 °F - Altimeter: 30.26 inHg - Observed at: KWHP - METAR: METAR KWHP 092155Z 15008KT 10SM SKC 22/M05 A3026 ## 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 20220109000479A](https://openairdocs.org/incident/20220109000479A), Jan 9, 2022: Cessna 172H, Pacoima, CA, Destroyed. N8056L departed RY12 and cleared for a right downwind departure. On climb out, pilot declared may day with intent to land the aircraft on the adjacent railroad… ## Docket (8 files) The files NTSB released with the investigation on June 14, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=104510. 7.4 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 2.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15187790&FileExtension=pdf&FileName=6120_1_Redacted-Rel.pdf - Record of conversation -PIC (item 2, PDF, 2 pages, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15186685&FileExtension=pdf&FileName=Memorandum%20for%20Record_PIC-Rel.pdf - Airframe and engine examination report_N8056L (item 3, PDF, 7 pages, 534 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15594941&FileExtension=pdf&FileName=N8056L_Exam_Report_Redacted-Rel.pdf - Noaa climatological observation report (item 4, PDF, 2 pages, 58 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15187223&FileExtension=pdf&FileName=daily-summaries-2023-02-14T18-11-17-Rel.pdf - Photographs (item 5, PDF, 10 pages, 3.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15187697&FileExtension=pdf&FileName=Photos-Rel.pdf - Wreckage release (item 6, PDF, 1 page, 177 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15190161&FileExtension=pdf&FileName=N8056L%20Signed%20NTSB%20Wreckage%20Release%20Form%2002%2009%2023_Redacted-Rel.pdf - Air traffic control certified report (item 7, PDF, 1 page, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15187707&FileExtension=pdf&FileName=WHP%20Certified%20N8056L-Rel.pdf - Onboard image recorder - specialist's factual report (item 8, PDF, 5 pages, 4 photos, 768 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15613981&FileExtension=pdf&FileName=FINAL_WPR22LA076_factual-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.