Cessna 152 accident near Corona, California, April 19, 2020
On April 19, 2020 at about 5:40 pm local time, a 1981 Cessna 152, registered N6306P, was substantially damaged in an accident during approach (VFR pattern crosswind) near Corona, California (Corona Municipal Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to use carburetor heat while operating in conditions conducive to serious carburetor icing, which resulted in a total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 19, 2020 · about 5:40 pm local time
- Place
- Corona, California · Corona Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152, built 1981 · all 152s on the register
- Registration
- N6306P · no longer on the register · serial 15284997
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and passenger were conducting touch-and-go landings and had just turned crosswind when the pilot stated, "oh we are going down." The passenger, who was occupied with an electronic device, looked up and within about 10 seconds they impacted terrain and came to rest upside down on a roadway. Due to noise cancelling headphones, the passenger did not hear the engine quit, nor did he hear it make any abnormal noises or sputters. The pilot did not recall the accident flight. Postaccident examination did not reveal any anomalies with the airframe or engine; however, the fuel system was compromised due to damage which prevented a full evaluation. The carburetor heat control was found in the OFF position. The pilot recently purchased the airplane as a wreck with the intention to rebuild and sell it. The airplane needed extensive work and had flown a total of four short flights since it was rebuilt. He recently found water in the fuel system after a storm. After sumping the entire fuel system and carburetor, he discovered that the fuel tank filler neck screws were too small. After replacing the screws, more storms passed through the area. He did not sump the fuel system prior to the accident flight. Neither the pilot nor passenger performed a preflight inspection, because both thought the other was going to conduct the inspection. The weather conditions at the time of the accident were conducive to serious carburetor icing. The pilot reported that he does not often use the carburetor heat. Despite the airplane being recently rebuilt and recent history of water in the fuel system, the postaccident engine examination only found about one thimble of water in the fuel strainer, which would not be enough to cause a rough running engine. Although no preflight was conducted and a full evaluation of the fuel system could not be conducted, it is likely the engine lost power due to carburetor icing because the pilot did not use carburetor heat during flight in conditions conducive to serious carburetor icing.
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 crosswind)
- Off-field or emergency landing during landing
- Collision with terrain or object (not controlled flight into terrain) during landing
- Nose over/nose down during landing
- Fuel related during approach (VFR pattern crosswind) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Ice/rain protection system › Intake anti › ice, deice › Not used/operated
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on equipment
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 2,000 hours in all; 100 in this make and model
- Last flight review: May 31, 2018
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 7,975 hours
- Last inspection: annual inspection, June 8, 2018
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235 (piston); 9,933 hours total
The flight
- Departed from: AJO Corona CA at 5:40 pm
- Destination: AJO Corona CA
- Flight plan: none
- Runway 7/25, 3,200 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 6 knots
- Visibility: 10 statute miles
- Sky: overcast at 4,200 ft; clear
- Temperature: 63°F (17°C), dew point 50°F (10°C)
- Altimeter: 30.09 inHg
- Observation at 5:56 pm from AJO, 1 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
5 documents, released by the NTSB on March 22, 2022. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Record of Conversation - Pilot/owner/mechanic | PDF, 2 pages | View Download |
| 3 | Record of Conversation - Passenger | PDF, 2 pages | View Download |
| 4 | Record of Conversation - FAA Regarding Postaccident Engine Examination | PDF, 4 pages | View Download |
| 5 | On Scene Photos | PDF, 3 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N6306P 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.