Cessna 172 accident near Apalachicola, Florida, August 1, 2014
On August 1, 2014 at about 5:20 pm local time, a 1980 Cessna 172, registered N5276U, was substantially damaged in an accident during approach (VFR go-around) near Apalachicola, Florida (Apalachicola Regional airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power for reasons that could not be determined during postaccident examination and testing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 1, 2014 · about 5:20 pm local time
- Place
- Apalachicola, Florida · Apalachicola Regional · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 RG, built 1980 · all 172s on the register
- Registration
- N5276U · no longer on the register · serial 172RG0319
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot reported that the accident flight was the first flight since maintenance was performed after water was found in the fuel system. The pilot performed a preflight, sumped the fuel tanks with no water noted, and conducted an engine run-up with no anomalies noted. After takeoff, the pilot performed one circuit in the traffic pattern, and, during the final approach, he chose to perform a go-around. He applied full throttle, and the airplane began to climb, but the engine then lost total power. He subsequently turned the fuel pump on, applied carburetor heat, and began to "pump" the throttle. The engine started but then lost total power again. The pilot restarted the engine two more times, but, after it lost power again, he chose to perform a forced landing to a marsh, which resulted in substantial damage to the fuselage. A postaccident examination of the engine confirmed engine continuity from the propeller flange to the engine's accessory section, and an engine test run was performed with no anomalies noted. The left tank fuel line to the engine was found partially blocked with "fresh" sealant-type material. However, a review of the maintenance records found no entries indicating when the sealant was applied to the fuel tank. The fuel selector was found in the "both" position. Given that the sealant was only partially blocking the fuel line and that both fuel tanks were feeding the engine, the blockage likely would not have affected the engine power. Although the weather conditions were conducive to the accumulation of serious carburetor icing at glide power at the time of the accident and the total loss of engine power occurred after the engine had been operating at a low-power setting for the descent on final approach, the investigation could not determine whether carburetor ice caused the total loss of 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
- Loss of engine power (total) during approach (VFR go-around) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Environmental issues › Physical environment › Terrain › Wet/muddy › Contributed to outcome
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Decision related to condition
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,264 hours in all; 118 in this make and model; 84 in the last 90 days; 39 in the last 30 days; 1,227 as pilot in command; 916 on instruments
- Last flight review: February 25, 2012
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: 100-hour inspection, March 17, 2014
- Maximum gross weight: 2,650 lb
- Landing gear: retractable
- Engine: Lycoming O&VO-360 SER (piston); 0 hours total
The flight
- Departed from: AAF Apalachicola FL at 5:10 pm
- Destination: AAF Apalachicola FL
- Flight plan: none
- Runway 24, 5,271 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from AAF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on December 30, 2015. 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 | Pilot Interview Summary | PDF, 2 pages | View Download |
| 4 | Memorandum of Record - FAA Statement | PDF, 1 page | View Download |
| 5 | Memorandum of Record - Airframe Manufacturer | PDF, 1 page | View Download |
| 6 | Weather Reports and Records | PDF, 1 page | View Download |
| 7 | Carburetor Icing Chart | PDF, 1 page | View Download |
| 8 | Excerpt of Pilot Operating Handbook | PDF, 2 pages | View Download |
| 9 | Photos | PDF, 6 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N5276U 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.