Cessna 180 accident near Big Lake, Alaska, September 5, 2001
On September 5, 2001 at about 10:30 pm local time, a Cessna 180, registered N74806, was substantially damaged in an accident near Big Lake, Alaska. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power during cruise flight for an undertermined reason.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 2001 · about 10:30 pm local time
- Place
- Big Lake, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 180 · all 180s on the register
- Registration
- N74806 · no longer on the register · serial 50335
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial certificated pilot was in cruise flight about 800 feet agl in a float-equipped airplane, when the engine began to lose power. The pilot reported that he switched the fuel tank selector from the right tank to the "BOTH" position, and the engine continued to run for about another two minutes. He said he did not apply any carburetor heat, and the engine again lost power. The pilot selected a forced landing area on a small, marshy lake. After landing, he noticed leading edge damage on the left horizontal stabilizer. He said the damage appeared to be the result of striking a tree limb during the emergency landing. The pilot, who is also a certificated mechanic, said he replaced the entire leading edge of the stabilizer. The pilot said that after the emergency landing, he did not find any obvious engine problem. The wing fuel tanks contained about 1.5 to 2 inches of fuel, and the fuel screens and the fuel tank sumps were clean. He said he suspected carburetor icing, or water in the fuel, as the engine problem.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea
- Flight time: 1,500 hours in all; 200 in this make and model; 20 in the last 90 days; 10 in the last 30 days; 1,500 as pilot in command
- Last flight review: February 3, 2000
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, May 2, 2001; 20 hours since
- Maximum gross weight: 2,700 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-R (piston); 0 hours total
The flight
- Departed from: Lake Clark AK at 4:00 pm
- Destination: 0AK1 Wasilla AK
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: scat at 3,000 ft
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
- Altimeter: 29.94 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N74806 the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.