Cessna 172M accident near Clearbrook, Minnesota, April 29, 2024
On April 29, 2024 at about 5:27 am local time, a 1973 Cessna 172M, registered N12805, was substantially damaged in an accident during approach (IFR initial approach) near Clearbrook, Minnesota. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s delayed use of carburetor heat which resulted in the loss of engine power due to carburetor icing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 29, 2024 · about 5:27 am local time
- Place
- Clearbrook, Minnesota · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172M, built 1973 · all 172Ms on the register
- Registration
- N12805 · registry record · serial 17262275
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he had just been cleared to fly the GPS approach in night instrument meteorological conditions when the engine rpm decreased. The pilot turned on the carburetor heat, enrichened the fuel mixture, and advanced the throttle forward in order to troubleshoot the loss of engine power; however, there was no change in the engine operations. The pilot did not recall the accident sequence. Security video footage showed that the airplane touched down on the top of a one-story building, then impacted a retaining wall and the ground. The airplane sustained substantial damage to the engine mounts and forward fuselage. A postaccident examination of the engine revealed no mechanical anomalies that would have precluded normal operation. The investigators determined that there should have been adequate fuel to complete the flight. The temperature was about 37° F and the dew point was about 35° F. According to the carburetor icing probability graph conditions were conducive for serious icing at cruise power. The loss of engine power was likely due to the accumulation of carburetor icing during the flight. While the pilot did activate the carburetor heat, it is likely that the ice had already accumulated to a point that the carburetor heat was insufficient to melt the ice and restore full engine power.
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
What happened, in order
- Fuel related during approach (IFR initial approach) defining event
- Off-field or emergency landing during emergency descent
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on operation
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,500 hours in all; 1,000 in this make and model; 67 in the last 90 days; 22 in the last 30 days
- Last flight review: February 2, 2024
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 12,815 hours
- Last inspection: annual inspection, April 18, 2024
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 4,559 hours total
The flight
- Departed from: 08D Stanley ND at 2:32 am
- Destination: BJI Bemidji MN
- Flight plan: IFR
Weather at the time
- Light: night
- Wind: from 090° at 11 knots, gusting 14
- Visibility: 7 statute miles
- Sky: broken clouds at 1,600 ft
- Temperature: 37°F (3°C), dew point 36°F (2°C)
- Altimeter: 29.86 inHg
Weather report (METAR): KFSE 290535Z AUTO 09011G14KT 7SM -RA BKN016 OVC022 03/02 A2986 RMK AO2
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on November 25, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Pilot's Statement | PDF, 1 page | View Download |
| 3 | Security Camera Summary | PDF, 1 page | View Download |
| 4 | Accident Report Photographs | PDF, 3 pages | View Download |
| 5 | Engine Examination Summary Statement | PDF, 1 page | View Download |
| 6 | Engine Maintenance Records Excerpt | PDF, 1 page | View Download |
| 7 | Meteorology Factual Report | PDF, 26 pages | View Download |
| 8 | Attachment 1 - ForeFlight Route Briefing | PDF, 19 pages | View Download |
| 9 | Carburetor Icing Chart | PDF, 1 page | View Download |
| 10 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.