# NTSB ANC13CA056: Cub Crafters CC11-100, N620Y, Dillingham, AK, June 19, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: June 19, 2013, 08:40 local (16:40 UTC) - Place: Dillingham, AK - Coordinates: 59.071666, -158.039443 - Nearby events: https://openairdocs.org/map.md?lat=59.0717&lon=-158.0394&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report October 21, 2013 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - Parties: Federal Aviation Administration - NTSB case key (mKey): 87238 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC13CA056 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/87238/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=87238 - Page: https://openairdocs.org/ntsb/ANC13CA056 ## Probable cause A loss of engine power due to carburetor icing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Effect on equipment (probable cause); cases with it: [Cub Crafters CC11-100, 1 case](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=060002H), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Terrain: sloped/uneven terrain](https://openairdocs.org/ntsb-findings/03021017): Environmental issues › Physical environment · Effect on equipment (probable cause); cases with it: [Cub Crafters CC11-100, 1 case](https://openairdocs.org/ntsb-findings/03021017/cases.md?model=060002H), [All aircraft, 270 cases](https://openairdocs.org/ntsb-findings/03021017/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cub Crafters CC11-100, 1 case](https://openairdocs.org/ntsb-events/341/sequence.md?model=060002H), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cub Crafters CC11-100, 2 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=060002H), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis The airplane departed with 24 gallons of usable fuel, which normally allows for 4.5 hours of flight. About 2.5 hours into the flight, the engine started running rough. The pilot confirmed the mixture was rich and the carburetor heat was on. About 5 minutes later the engine quit and the pilot executed a forced landing to an area of tundra-covered terrain, substantially damaging the undercarriage, fuselage, and left wing strut. A postaccident examination by a Federal Aviation Administration inspector revealed that the carburetor had separated from the engine during the forced landing, and the gascolator drain had tundra embedded in it. The pilot stated that he had turned the fuel selector to the OFF position about 30 minutes after the landing. The carburetor icing chart indicated the possibility of serious carburetor icing at the reported atmospheric conditions. The Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25A) states that first indication of carburetor ice in an airplane with a fixed-pitch propeller is a decrease in engine rpm. Additionally, it states that when conditions are conductive to carburetor icing that carburetor heat should be applied immediately and should be left ON until the pilot is certain all the ice has been removed. If ice is present applying partial heat or leaving heat on for an insufficient time might aggravate the situation. Postaccident examination of the airframe and engine revealed no preimpact mechanical malfunctions or failure that would have precluded normal operation. ## Factual narrative The airplane departed with 24 gallons of usable fuel, which normally allows for 4.5 hours of flight. Two and half hours into the flight, the engine started running rough. The pilot confirmed the mixture was rich and the carburetor heat was on. About 5 minutes later the engine quit and the pilot executed a forced landing to an area of tundra-covered terrain, substantially damaging the undercarriage, fuselage, and left wing strut. A postaccident examination by a Federal Aviation Administration Inspector revealed that the carburetor had separated from the engine during the forced landing, and the gascolator drain had tundra embedded in it. The pilot stated that he had turned the fuel selector to the OFF position about 30 minutes after the landing. The carburetor icing chart indicated the possibility of serious carburetor icing at the reported atmospheric conditions. The Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25A) states that first indication of carburetor ice in an airplane with a fixed-pitch propeller is a decrease in engine rpm. Additionally, it states that when conditions are conductive to carburetor icing that carburetor heat should be applied immediately and should be left ON until the pilot is certain all the ice has been removed. If ice is present applying partial heat or leaving heat on for an insufficient time might aggravate the situation. Postaccident examination of the airframe and engine revealed no preimpact mechanical malfunctions or failure that would have precluded normal operation. ## Aircraft - Registration: [N620Y](https://openairdocs.org/aircraft/N620Y), registered now, S/N CC11-00005, built 2006 (OpenAirDocs) - Reported make and model: CUB CRAFTERS INC CC11-100 - Registry model: [Cub Crafters CC11-100](https://openairdocs.org/model/cub-crafters-cc11-100) (registry code 060002H) (OpenAirDocs) - Registry engine: [Continental O-200 series](https://openairdocs.org/engine/continental-o-200-series) (registry code 17402, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: CC11-00005 - Airframe hours: 487 - Engines: CONT MOTOR O-200 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Walla Walla University - Registered owner: Walla Walla University - Airworthiness certificate: Special, Special light-sport (Special) - Last inspection: Annual, June 16, 2013 - Departed: PAMR, Anchorage, AK - Destination: PADL, Dillingham, AK - Flight plan: Unknown - Airport: PADL, Dillingham Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 38; injuries: none; airline transport, commercial; airplane ratings: multi-engine land, single-engine sea, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; seat: front; flight hours: 6,470 total, 40 in this make and model, 6,350 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 300° at 6 knots - Visibility: 15 statute miles - Lowest ceiling: 6,500 ft broken - Temperature: 57 °F, dew point 50 °F - Altimeter: 29.84 inHg - Observed at: PADL, 13 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20130619024839A](https://openairdocs.org/incident/20130619024839A), Jun 19, 2013: Cub Crafters Inc CC11-100, Dillingham, AK, Substantial damage. The airman departed merrill field, anchorage Alaska at 6:15AM with a destination of Dillingham (dlg) Aircraft had four hours and 30 minutes fuel on board. Two… ## Docket (4 files) The files NTSB released with the investigation on September 28, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=87238. 1.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 412 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397990&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Witness Statements (item 2, .PDF, 344 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397991&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - FAA Inspector's Statements (item 3, .PDF, 164 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397992&FileExtension=.PDF&FileName=FAA%20Inspector%27s%20Statements-Redacted.PDF - Weather Information & Carburetor Icing Chart (item 4, .PDF, 187 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40398093&FileExtension=.PDF&FileName=Weather%20Information%20%26%20Carburetor%20Icing%20Chart-Master.PDF 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.