# Accident 20140209001509A: Cessna 182A, Lexington, TX, February 9, 2014

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: February 9, 2014, 17:00 local time
- Place: Lexington, TX
- Airport: Lexington Airfield
- Damage: Substantial damage
- Phase of flight: Landing: Approach
- Operating rules: General operating rules (Part 91)
- Location: 30.4142° N, 96.9656° W: From the FAA
- Nearby events: https://openairdocs.org/map.md?lat=30.4142&lon=-96.9656&mi=10
- Aircraft: N6061B, a cancelled registration (https://openairdocs.org/deregistered/N6061B-2014-08-25) (OpenAirDocs)
- Registry model: Cessna 182A (registry code 2072704, https://openairdocs.org/model/cessna-182a) (OpenAirDocs)
- Registry engine: Continental O-470 series (registry code 17026, https://openairdocs.org/engine/continental-o-470-series) (OpenAirDocs)
- Reported make and model: CESSNA 182A
- Reported engine: CONT MOTOR O-470 SERIES
- People aboard: 1
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Commercial pilot
- Pilot flight hours: 500 total, 450 in this make and model, 250 in the last 90 days
- NTSB investigation: [NTSB CEN14LA133](https://openairdocs.org/ntsb/CEN14LA133) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20140209001509A

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

WEATHER ON THE DAY OF THE ACCIDENT WAS MARKED BY RELATIVELY HIGH HUMIDITY AND HIGH DEWPOINT CONDITIONS, MAKING CONDITIONS CONDUCIVE FOR CARBURETOR ICING.  THE PILOT MADE EIGHT FLIGHTS TO 10,500' MSL FOR SKYDIVING.  FROM THE SURFACE TO THE JUMP ALTITUDE, THE AIRCRAFT PROGRESSED FROM MODERATE CARBURETOR ICING CONDITIONS TO SERIOUS ICING CONDTIONS.  AT THE TIME OF THE LAST JUMP, THE HUMIDITY AND THE DEWPOINT INCREASED, INCREASING THE CARBURETOR ICING POTENTIAL EVEN MORE THAN THE PREVIOUS FLIGHTS.  AFTER JUMPERS WERE AWAY THE THE PILOT REDUCED POWER FOR DESCENT AND LANDING; INCREASING THE POTENTIAL FOR CARBURETOR ICING.  ON FINAL APPROACH, THE PILOT REDUCED POWER AGAIN TO SLOW  FOR APPROACH SPEED WITHOUT CARBURETOR HEAT; AGAINST THE OWNER'S MANUAL CHECKLIST.  WHEN THE PILOT ATTEMPTED TO INCREASE POWER THE POWER WOULD ONLY INCREASE MARGINALLY.  WHEN THE PILOT SELECTED CARBURETOR HEAT, THE ENGINE STOPPED RUNNING; AN INDICATOR OF CARBURETOR ICING.  THE PILOT TURNED THE AIRCRAFT LEFT 50 DEGREES FROM THE RUNWAY HEADING TO LAND IN A FIELD AND STRUCK A WIRE FENCE.  THE FENCE PULLED THE AIRCRAFT TO THE GROUND WHERE THE NOSE GEAR AND PROPELLER STRUCK THE GROUND AND THE AIRCRAFT FLIPPED OVER ONTO ITS BACK.  THE IMPACT BROKE THE NOSE GEAR OFF, DEFORMED AND TORE THE FIREWALL, BUCKLED THE FUSELAGE, AND CRUSHED THE TOP OF VERTICAL STABILIZER.  POST ACCIDENT INSPECTION FOUND THE THROTTLE, PROPELLER, MIXTURE, AND CARBURETOR HEAT FULL IN (OFF).  AN AIRWORTHINESS INSPECTION FOUND NO MECHANICAL PROBLEMS WITH THE AIRCRAFT, THE ENGINE, AND NO FUEL STARVATION. THERE WERE NO INJURIES.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB CEN14LA133](https://openairdocs.org/ntsb/CEN14LA133), Feb 9, 2014: Cessna 182A (N6061B), Lexington, TX, substantial damage. Probable cause: The pilot’s improper use of the carburetor heat, which resulted in a total loss of engine power due to carburetor icing.

## Other reports on N6061B (1)

Matched to the same aircraft by N-number and date.

- [Incident 20020208014929I](https://openairdocs.org/incident/20020208014929I), Feb 8, 2002: Cessna 182A (N6061B), Rosharon, TX, 1 fatal. (-23) Skydiver made aggressive turn too close to ground resulting in violent impact. Skydiver sustained serious injuries and died 03/09/02. This incident was…

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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