Cessna 207 accident near Yreka, California, April 17, 2000
On April 17, 2000 at about 3:52 am local time, a Cessna 207, registered N1682U, was substantially damaged in an accident near Yreka, California. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the total loss of engine power while in cruise flight due to the fatigue failure of the engine's anti-ice bleed air line, which resulted in the pilot's inability to utilize the engine anti-ice system. Contributing factors were the icing conditions and the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 17, 2000 · about 3:52 am local time
- Place
- Yreka, California · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 207 · all 207s on the register
- Registration
- N1682U · no longer on the register · serial 20700282
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The single engine airplane experienced a loss of engine power after encountering icing conditions while on an instrument cross-country flight at night. The accident airplane was modified with a Soloy engine conversion, which replaced the Continental TSIO-520 reciprocating engine with a Rolls Royce-Allison 250-C20S turbine engine. The engine was not equipped with an auto-ignition or continuous ignition system. The commercial pilot was utilizing the engine deice prior to encountering icing conditions, and selected alternate engine air once he perceived snow. The pilot reported that the engine lost power shortly after the engine alternate air was selected. The pilot-rated passenger feathered and secured the engine prior to establishing a best glide speed. The pilot attempted to restart the engine on numerous occasions; however, he was unable to obtain the 12 percent N1 required for engine start. As the airplane entered visual meteorological conditions, the pilot selected a gravel area for the forced landing. Examination of the engine revealed that the engine's anti-ice line was separated from the compressor case. Metallurgical examination of the anti-ice line revealed that its mounting pad separated from the compressor case as a result of fatigue cracking. The fatigue cracking originated from the braze joint, which displayed oxidation. According to the engine manufacturer and the engine conversion representative, the broken anti-ice line would have prevented heated air from entering the engine inlet guide vanes even with the engine deice selected. When the pilot selected the engine alternate air, relatively warm air was introduced into the engine inlet, dislodging any accumulated ice, and subsequently flaming out the engine. According to maintenance records, the engine underwent its last 100-hour inspection approximately 29 hours prior to the accident. A review of the engine operations manual revealed that due to thermal differences, the gas producing section of the engine may lock up after an in-flight engine shutdown, requiring the flight crew to wait up to 10 minutes before a successful restart.
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: multi-engine land; single-engine land; single-engine sea; instrument: airplane; rotorcraft: glider
- Flight time: 2,600 hours in all; 17 in this make and model; 24 in the last 90 days; 18 in the last 30 days; 2,480 as pilot in command
- Last flight review: September 9, 1999
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: minor injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: single-engine land
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 9,926 hours
- Last inspection: 100-hour inspection, October 28, 1999; 28 hours since
- Maximum gross weight: 4,000 lb
- Seats: 8
- Landing gear: fixed
- Engine: Allison 250-C20S (turboprop); 0 hours total
The flight
- Departed from: SBA Santa Barbara CA
- Destination: RDM Redmond OR
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 200° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 8,000 ft; scat at 4,200 ft
- Temperature: 48°F (9°C), dew point 37°F (3°C)
- Altimeter: 29.00 inHg
- Observation at 4:55 am from SIY
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.
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.