Cessna 150G accident near Eureka, California, December 6, 2006
On December 6, 2006 at about 6:30 pm local time, a Cessna 150G, registered N3394J, was substantially damaged in an accident near Eureka, California (Murray Field). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a loss of engine power due to carburetor icing and the pilot's inadequate preflight planning and decision to operate the airplane in carburetor icing conditions with an inoperative carburetor heat system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 6, 2006 · about 6:30 pm local time
- Place
- Eureka, California · Murray Field
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150G · all 150Gs on the register
- Registration
- N3394J · no longer on the register · serial 15066094
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot departed on a personal local area flight and climbed to about 900 feet when the engine began to sputter and eventually lost power. He applied carburetor heat when the engine first began to sputter and lose power, but the engine continued to sputter and lose rpm's. The pilot attempted multiple times to restart the engine to no avail, and finally ditched the airplane in a shallow body of sea water, about 12 feet deep, next to a boat and oyster farm. Post accident examination of the airplane by an FAA airworthiness inspector revealed that both fuel tanks were 1/2 full with auto fuel. The left wing sustained substantial damage and was crushed from the leading edge aft to the spar. No preimpact mechanical malfunctions or failures were identified. The inspector further noted that a placard was found above the carburetor heat control knob that stated it was inoperative. A review of the weather data available for the area revealed a temperature and dew point that were conducive to serious icing at a cruise power setting.
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: 6,000 hours in all
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 0 hours total
The flight
- Departed from: EKA Eureka CA at 6:15 pm
- Destination: EKA
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 7,000 ft; clear
- Temperature: 57°F (14°C), dew point 48°F (9°C)
- Altimeter: 30.05 inHg
- Observation at 6:53 pm from ACV, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.