Cessna 172N accident near Upland, California, February 13, 2004
On February 13, 2004 at about 11:40 pm local time, a Cessna 172N, registered N5107K, was substantially damaged in an accident near Upland, California (Cable airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power for undetermined reasons during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 13, 2004 · about 11:40 pm local time
- Place
- Upland, California · Cable · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172N · all 172Ns on the register
- Registration
- N5107K · no longer on the register · serial 17273972
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The engine lost partial power just after the airplane lifted off the runway and the pilot aborted the takeoff and attempted to land on the remaining runway. The airplane touched down on the runway, overran its departure end, impacted a flatbed trailer, and came to rest on uneven terrain against a berm about 43 yards from the runway. The pilot reported that the airplane appeared to have been in proper working condition and worthy of flight during his preflight and pretakeoff inspections. However, after climbing for several seconds he heard the engine lose power, and its tachometer decreased to 1,400 rpm. The pilot believed that the airplane was not going to continue flying so he elected to abort the takeoff. To ascertain the reason for the power loss, the accident airplane's engine was removed from the airplane and installed on another airframe. After removing and replacing several impact-damaged engine accessories/components, the engine was run up to 2,400 rpm. With the exception of a minor vibration due to the fact that the crankshaft was bent, the engine operated normally. The reason for the partial engine power loss, as reported by the pilot, was not ascertained.
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: private
- Ratings: single-engine land
- Flight time: 250 hours in all; 217 in this make and model; 25 in the last 90 days; 13 in the last 30 days; 186 as pilot in command
- Last flight review: September 1, 2003
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 14,453 hours
- Last inspection: annual inspection, February 5, 2004
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-H2AD (piston); 0 hours total
- Operator: Cable Air, Inc.
The flight
- Departed from: CCB Upland CA at 11:40 pm
- Destination: CCB
- Flight plan: none
- Runway 24, 3,865 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 10 knots
- Visibility: 30 statute miles
- Sky: overcast at 15,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.15 inHg
- Observation at 11:47 pm from POC, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.