# NTSB WPR24LA154: Cessna 172G, N4448L, Lakeport, CA, May 16, 2024 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: May 16, 2024, 09:00 local (16:00 UTC) - Place: Lakeport, CA · airport environment - Coordinates: 38.99494, -122.90895 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.9949&lon=-122.9090&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Fuel starvation](https://openairdocs.org/ntsb-events/191) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 29, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 194273 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR24LA154 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194273/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=194273 - Page: https://openairdocs.org/ntsb/WPR24LA154 ## Probable cause The pilot’s inadequate use of carburetor heat, which resulted in a total loss of engine power shortly after takeoff due to fuel starvation as a result of carburetor ice. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [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: [Cessna 172G, 2 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=2072420), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 172G, 4 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=2072420), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Power plant: air intake](https://openairdocs.org/ntsb-findings/01057160): Aircraft › Aircraft power plant · Incorrect use/operation (probable cause); cases with it: [Cessna 172G, 1 case](https://openairdocs.org/ntsb-findings/01057160/cases.md?model=2072420), [All aircraft, 50 cases](https://openairdocs.org/ntsb-findings/01057160/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 starvation](https://openairdocs.org/ntsb-events/191) (defining event); cases with it: [Cessna 172G, 2 cases](https://openairdocs.org/ntsb-events/191/sequence.md?model=2072420), [All aircraft, 733 cases](https://openairdocs.org/ntsb-events/191/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 172G, 12 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2072420), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-flare/touchdown: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 172G, 21 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2072420), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot was performing pattern work at the airport. After three takeoffs and landings, he taxied back to the hangar and then decided to complete another orbit in the pattern. The pilot taxied back to the run-up area and performed a run-up, which included checking the magnetos and activating the carburetor heat, both of which produced the required revolutions per minute (rpm) drop. He taxied onto the runway, added power, and as the airplane took off and began to climb, the engine lost all power. Due to the low altitude, the pilot decided to make a forced landing to an open field. During the landing sequence, the empennage was substantially damaged when it impacted a barbed wire fence and separated from the fuselage. Weather conditions at the time of the accident were conducive to the formation of serious carburetor icing at cruise power. Carburetor ice likely formed during the extended taxi back to the pilot’s hangar and then to the run-up area before takeoff. A postaccident examination of the airplane and engine, including an engine test run at idle speed, revealed no mechanical malfunctions or failures that would have precluded normal operation. ## Factual narrative On May 16, 2024, about 0900 Pacific daylight time, a Cessna 172G airplane, N4448L, was substantially damaged when it was involved in an accident near Lakeport, California. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he was flying locally and conducting full-stop landings at Lampson Field Airport (1O2), Lakeport, California. After performing three takeoffs and landings, he taxied back to his hangar and then decided to perform one more flight in the traffic pattern. The pilot taxied back to the run-up area and performed a run-up before departure, which included a magneto check and activation of the carburetor heat, both of which resulted in an rpm drop. On the accident flight, the airplane reached rotation speed and lifted off normally. As the airplane started to climb, the engine lost power, and the airplane stopped climbing. The pilot stated that he was too low to turn back to the runway and decided to continue straight and initiated a forced landing to an open field. During the landing sequence, the empennage impacted a barbed wire fence and separated from the fuselage. The nearest weather reporting station, Ukiah Municipal Airport (UKI), Ukiah, California, was 16 nautical miles northwest of the accident site. At 0856, the reported temperature was 55.4°F with a dewpoint of 50°F. The calculated relative humidity at this temperature and dewpoint was about 82%. FAA Special Airworthiness Information Bulletin (SAIB) CE-09-35, Carburetor Icing Prevention, indicated that the atmospheric conditions at the time of the accident were conducive to serious icing at cruise power. Furthermore, the SAIB states that pilots should be aware that carburetor icing doesn't just occur in freezing conditions but can also occur at temperatures well above freezing temperatures when there is visible moisture or high humidity. Vaporization of fuel, combined with the expansion of air as it flows through the carburetor (Venturi Effect), causes sudden cooling, sometimes by a significant amount within a fraction of a second. Additionally, FAA Advisory Circular (AC) 20-113 states, "To prevent accidents due to induction system icing, the pilot should regularly use [carburetor] heat under conditions known to be conducive to atmospheric icing…" The AC also recommends that when operating in conditions where the relative humidity is greater than 50% and the temperature is below 70°F, a pilot should briefly apply carburetor heat immediately before takeoff to remove any ice that may have been accumulated during taxi and runup, and remain alert for indications of induction system icing during takeoff and climb-out, especially when the relative humidity is above 50%, or when visible moisture is present in the atmosphere. According to SAIB CE-09-35, carburetor ice can be detected by a drop in rpm in fixed pitch propeller airplanes and a drop in manifold pressure in constant speedpropeller airplanes. The postaccident examination of the engine revealed no obvious holes in the crankcase. The fuel system was examined with no breaches noted, and continuity of the fuel system was confirmed from the wings to the carburetor. Each cylinder was borescoped and did not reveal any evidence of a mechanical failure of the pistons or valves. The spark plugs showed normal wear according to the Champion Aviation Check-A-Plug Chart AV-27; however, the No. 5 bottom spark plug was carbon/oil fouled. The engine started and was run for about 3 minutes at idle rpm. Due to the damaged propeller blades, a full run-up was not performed. A functional check of the magnetos and carburetor heat showed a normal rpm drop, and the power loss could not be replicated. The postaccident examination of the airframe and engine revealed no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. ## Aircraft - Registration: [N4448L](https://openairdocs.org/aircraft/N4448L), registered now, S/N 17254541, built 1966 (OpenAirDocs) - Reported make and model: CESSNA 172G - Registry model: [Cessna 172G](https://openairdocs.org/model/cessna-172g) (registry code 2072420) (OpenAirDocs) - Registry engine: [Continental 0-300 series](https://openairdocs.org/engine/continental-0-300-series) (registry code 17022, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17254541 - Year built: 1966 - Airframe hours: 3026.77 - Engines: Continental O-300-D 140 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 9, 2024, 1,992.61 hours before - Destination: Same as departure - Airport: 1O2, Lampson Fld, runway 28, 3,600 × 60 ft, asphalt - Equipment: ADS-B, Handheld GPS, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 74; injuries: none; student; medical: basicmed; seat: left; restraint: lap only; flight hours: 309 total, 172 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 130° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: 700 ft overcast - Temperature: 55 °F, dew point 50 °F - Altimeter: 29.95 inHg - Observed at: KUKI, 16 nm away - METAR: KUKI 161556Z AUTO 13005KT 10SM OVC007 13/10 A2995 RMK AO2 SLP134 T01330100 ## 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 20240516009979A](https://openairdocs.org/incident/20240516009979A), May 16, 2024: Cessna 172G, Lakeport, CA, Substantial damage. Pilot stated he was returning from a lesson at ukiah (uki) airport. Had approximately 20 gallons of fuel on board at the time of the accident. After practicing… ## Docket (5 files) The files NTSB released with the investigation on April 22, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=194273. 4.3 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19885337&FileExtension=pdf&FileName=6120%20WPR24LA154_Redacted-Rel.pdf - Pilot's statement (item 2, PDF, 2 pages, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20079476&FileExtension=pdf&FileName=ROC%20WPR24LA154_Redacted-Rel.pdf - SAIB CE-09-35 carburetor icing prevention (item 3, PDF, 3 pages, 464 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20102285&FileExtension=pdf&FileName=SAIB%20CE-09-35%20Carburetor%20Icing%20Prevention-Rel.pdf - Engine examination (item 4, PDF, 8 pages, 983 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20079728&FileExtension=pdf&FileName=WPR24LA154%20Engine%20Examination-Rel.pdf - Photos (item 5, PDF, 3 pages, 678 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19885949&FileExtension=pdf&FileName=WPR24LA154%20Photo_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.