Aviat Aircraft INC A-1B accident near Durham, California, September 8, 2012
On September 8, 2012 at about 7:15 pm local time, a Aviat Aircraft INC A-1B, registered N395AA, was substantially damaged in an accident during initial climb near Durham, California (Lake airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power during takeoff initial climb for reasons that could not be determined because postaccident examination of the engine revealed no anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 8, 2012 · about 7:15 pm local time
- Place
- Durham, California · Lake · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Aviat Aircraft INC A-1B · all A-1Bs on the register
- Registration
- N395AA · registry record · serial 2395
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot reported that, shortly after taking off for the personal flight, he heard a "pop" sound emanate from the engine, followed by a loss of engine power and subsequent loss of lift. The pilot maintained level forward flight until the airplane impacted an orchard. A postimpact fire ensued, and the airplane was partially consumed. The remainder of the airplane and the engine sustained thermal damage. An examination of the airframe and engine revealed no mechanical anomalies that would have precluded normal operation.
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
What happened, in order
- Loss of engine power (total) during initial climb defining event
- Controlled flight into terrain or object (CFIT) during emergency descent
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 1,325 hours in all; 133 in this make and model; 16 in the last 90 days; 6 in the last 30 days; 1,325 as pilot in command
- Last flight review: December 20, 2011
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Airframe total time: 292 hours
- Last inspection: annual inspection, January 5, 2012; 43 hours since
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A1P (piston); 335 hours total
- Fire on the ground
The flight
- Departed from: PVT Durham CA at 7:15 pm
- Destination: AUN Auburn CA
- Flight plan: none
- Runway 27, 2,100 ft by 200 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 5 knots
- Visibility: 25 statute miles
- Sky: a few clouds at 5,000 ft
- Temperature: 82°F (28°C), dew point 52°F (11°C)
- Altimeter: 29.97 inHg
- Observation at 6:54 pm from CIC, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.