Fairchild 24G accident near Cascade Locks, Oregon, August 18, 2000
On August 18, 2000 at about 11:00 pm local time, a Fairchild 24G, registered N4714, was substantially damaged in an accident near Cascade Locks, Oregon. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to apply carburetor heat after experiencing a partial power loss while flying under conditions conducive to the formation of carburetor ice. Factors include the presence of carburetor icing conditions and an expanse of water (Columbia River) off the departure end of the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 18, 2000 · about 11:00 pm local time
- Place
- Cascade Locks, Oregon · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Fairchild 24G · all 24Gs on the register
- Registration
- N4714 · no longer on the register · serial 2942
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While en route to his final destination, the pilot found it necessary to land at an alternate airport when he encountered rain, low clouds, and reduced visibility. After waiting on the ground for about four hours, during which it rained at least half the time, the pilot received a weather update that indicated he could continue on to his ultimate destination. After performing a run-up and waiting for two accompanying aircraft to depart, the pilot began his takeoff roll in what was reported as damp, humid air of about 68 degrees Fahrenheit. After climbing to about 200 feet AGL, the engine started to lose power, but because he was in a full-power climb, the pilot elected not to apply carburetor heat. Soon thereafter, the engine began to run rough, and the pilot initiated a turn back toward the runway. About the time he completed 90 degrees of the turn, the engine experienced a complete loss of power. A post accident inspection of the engine found no pre-impact anomalies or contamination that would have lead to a loss of 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: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 3,414 hours in all; 52 in this make and model; 28 in the last 90 days; 10 in the last 30 days; 3,351 as pilot in command; 534 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,300 hours
- Last inspection: annual inspection, April 30, 2000; 52 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Warner S50 (R500) (piston); 0 hours total
The flight
- Departed from: CZK Cascade Locks OR at 10:58 pm
- Destination: 59S Vancouver WA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 235° at 5 knots, gusting 10
- Visibility: 10 statute miles
- Sky: overcast at 2,500 ft; not recorded
- Temperature: 68°F (20°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
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.