Amateur-built RV-6 accident near Cottonwood, Arizona, November 14, 1996
On November 14, 1996 at about 5:40 pm local time, a amateur-built RV-6, registered N12033, was substantially damaged in an accident near Cottonwood, Arizona (Cottonwood airport). 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
loss of engine power for undetermined reason(s).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 14, 1996 · about 5:40 pm local time
- Place
- Cottonwood, Arizona · Cottonwood
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RV-6
- Registration
- N12033 · registry record · serial 1
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that after returning from a local flight, he entered the airport traffic pattern for a landing on runway 32. He said that carburetor heat was pulled on and an initial power change was made from cruise power to 2,200 rpm. After reducing the power further to 1,800 rpm, the engine began to run rough. The pilot attempted to increase engine power; however, the engine continued to run rough until it finally stopped producing power altogether. While the engine problems were occurring, the pilot declared a mayday and attempted to land on runway 14, but he had insufficient altitude and the airplane collided with terrain about 200 yards short of the pavement. The pilot reported that both fuel tanks had been topped off the day before the accident flight, and a preflight check showed no sign of moisture. Postaccident inspection of the engine by an airframe and powerplant mechanic revealed no discrepancy. The temperature at the time of the accident was 59 degrees Fahrenheit, and the dew point was 34 degrees Fahrenheit. Reference to a carburetor icing probablity chart for the temperature/dew point spread revealed that the points were in an area of the chart delineated 'moderate icing cruise power/serious icing glide 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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 247 hours in all; 51 in this make and model; 51 in the last 90 days; 19 in the last 30 days; 197 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 47 hours
- Last inspection: annual inspection, August 24, 1996; 47 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
The flight
- Departed from: 7E7 Camp Verde AZ at 5:15 pm
- Destination: P52
- Flight plan: none
- Runway 14, 4,250 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 12 knots
- Visibility: 65 statute miles
- Sky: overcast at 15,000 ft; not recorded
- Temperature: 59°F (15°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 5:45 pm from PRC, 20 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.
Other NTSB records under N12033 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.