Piper PA-38-112 accident near Corona, California, October 13, 2012
On October 13, 2012 at about 7:15 pm local time, a Piper PA-38-112, registered N4309E, was substantially damaged in an accident during approach (VFR pattern downwind) near Corona, California (Corona airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Total loss of engine power during the landing approach due to insect debris in the carburetor metering valve, which resulted in fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 13, 2012 · about 7:15 pm local time
- Place
- Corona, California · Corona · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-38-112 · all PA-38-112s on the register
- Registration
- N4309E · no longer on the register · serial 38-78A0544
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After flying for about 1 hour, the pilot prepared the airplane for the landing approach. As he entered the downwind leg of the approach, the engine lost all power. Unable to restart the engine, the pilot performed a forced landing into an adjacent field, where the airplane sustained substantial damage. A wasp was found in the carburetor fuel bowl, and a wasp head was located wedged within the inner sleeve of the carburetor metering valve. The head was adjacent to the fuel channel hole, blockage of which would have resulted in a loss of fuel flow to the engine and subsequent loss of engine power. Both fuel tank vent ports were also found completely blocked with mud that was likely deposited by the wasp. However, the blocked fuel tank vent ports were unlikely to cause fuel starvation because fuel was present in all the supply lines and the fuel tanks were equipped with venting fuel caps, which were operational. The only path for a wasp-sized insect to access the carburetor fuel bowl was via the atmospheric bowl vent, the opening of which was located at the carburetor's air inlet. The vent leads directly to the fuel bowl and is wide enough for a wasp to pass through. The wasp most likely accessed the vent through either a hole in the air induction system, a gap in the carburetor-heat door seal, or through the carburetor-heat door opening (assuming the door had not been fully closed on the ground). It is not known when the wasp entered the fuel system. The airplane’s last annual inspection was performed about 2 1/2 years prior to the accident; however, it is unlikely the wasp would have been discovered during an annual inspection because the carburetor is not an inspection item. The insect would also be difficult to detect during preflight inspection.
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 approach (VFR pattern downwind) defining event
- Off-field or emergency landing during approach (VFR pattern downwind)
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Damaged/degraded
- cause Environmental issues › Physical environment › Object/animal/substance › Debris/dirt/foreign object › Effect on equipment
- Aircraft › Aircraft handling/service › Maintenance/inspections › Scheduled maint checks › Not serviced/maintained
- Personnel issues › Task performance › Inspection › Scheduled/routine inspection › Not specified
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 796 hours in all; 770 in this make and model; 10 in the last 90 days; 4 in the last 30 days; 694 as pilot in command
- Last flight review: February 22, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,075 hours
- Last inspection: annual inspection, March 3, 2010; 54 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235 SERIES (piston); 0 hours total
The flight
- Departed from: AJO Corona CA at 6:15 pm
- Destination: AJO Corona CA
- Flight plan: none
- Runway 07, 3,200 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 52°F (11°C)
- Altimeter: 30.15 inHg
- Observation at 6:56 pm from AJO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.