# NTSB CEN12FA152: Varga 2150A, N8293J, Frankston, TX, February 8, 2012 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: February 8, 2012, 12:00 local (18:00 UTC) - Place: Frankston, TX - Coordinates: 32.077499, -95.436943 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.0775&lon=-95.4369&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: Fatal - Injuries: 1 fatal - Status: Completed, report February 27, 2013 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Lycoming Aircraft engines, FAA FSDO - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 82857 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN12FA152 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/82857/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=82857 - Page: https://openairdocs.org/ntsb/CEN12FA152 ## Probable cause The loss of engine power due to carburetor ice, which resulted in the pilot ditching the airplane into the lake. Contributing to the accident was the pilot’s decision not to apply carburetor heat. ## 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 operation (probable cause); cases with it: [Varga 2150A, 1 case](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=9350102), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Varga 2150A, 1 case](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=9350102), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute: Fuel related](https://openairdocs.org/ntsb-events/190); cases with it: [Varga 2150A, 1 case](https://openairdocs.org/ntsb-events/190/sequence.md?model=9350102), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Enroute: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Varga 2150A, 1 case](https://openairdocs.org/ntsb-events/341/sequence.md?model=9350102), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Ditching](https://openairdocs.org/ntsb-events/441); cases with it: [Varga 2150A, 1 case](https://openairdocs.org/ntsb-events/441/sequence.md?model=9350102), [All aircraft, 186 cases](https://openairdocs.org/ntsb-events/441/sequence.md) ## Analysis The pilot was returning from a cross-country flight. The airplane was overdue, and a search was initiated. The airplane was located in a lake short of the pilot’s destination airport. There were no reported witnesses to the accident. The airplane’s canopy was found locked in the open position, the pilot’s seat belts were unlatched, the fuel shut-off valves and ignition switch were in the “OFF” position, and the battery and avionics switches were also in the off position. The throttle was found full open, the mixture control was full rich, and the carburetor heat was in the cold position. The airplane was recovered, and the engine was test run. The engine started and ran; no preimpact abnormalities with the airplane or engine were found. The medical examiner noted the pilot’s cause of death as "drowning, hypothermia, and minor blunt force injuries.” The weather in the area was clear with light wind; however, the temperature and dew point indicated that the airplane was operating in an area that was associated with a serious risk of carburetor ice accumulation at cruise power settings. Based on the location of the destination airport, weather, and the airplane’s condition and location, it is likely that the pilot had not applied carburetor heat, and the airplane experienced a loss of engine power due to carburetor ice. The pilot then had to ditch the airplane in the lake. The loss of engine power was likely due to carburetor ice. ## Factual narrative HISTORY OF FLIGHT On February 8, 2012, approximately 1200 central standard time, a Varga Aircraft Corporation 2150A single-engine airplane, N8293J, impacted Lake Palestine, while approaching the Aero Estates Airport (T25), Frankston, Texas. The airplane sustained minor damage and the private rated pilot, the sole occupant, was fatality injured. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal cross-country flight. Visual flight rules (VFR) meteorological conditions prevailed and a VFR flight plan was not filed. The flight originated from the Cherokee County Airport (JSO), Jacksonville, Texas. The pilot departed T25 earlier in the day with the intent of refueling the airplane. Fuel records at JSO reveal that about 1045, the airplane was serviced with about 18 gallons of fuel and then was seen departing the airport, headed north. When the pilot did not return home, an ALNOT (Alert Notice) for a missing aircraft was issued and a search was initiated. The airplane was located on February 9th, just off shore of Lake Palestine, in approximately 18 feet of water. Once the airplane was retrieved from the lake, the National Transportation Safety Board (NTSB) Investigator-In-Charge (IIC) and inspectors from the Federal Aviation Administration (FAA), examined the airplane wreckage on site. A visual examination of the airplane and engine revealed minor damage to the airplane and no discrepancies with the engine. PERSONNEL INFORMATION The pilot held a private pilot certificate for airplane single-engine, multi-engine land, with instrument airplane ratings. The pilot also held a mechanic certificate with airframe and powerplant ratings. His third-class FAA medical was issued on April 04, 2011. According to the pilot’s log book, he had approximately 5,575 total flight hours. AIRCRAFT INFORMATION The accident airplane was a Varga 2150A, which is an all metal, low wing, tandem two-seat airplane, with fixed tricycle landing gear. The airplane was powered by a reciprocating Lycoming O-320 engine that developed 150 horsepower. The airplane was not equipped with a carburetor ice indicator. METEOROLOGICAL INFORMATION At 1135, the automated weather station at JSO, located about 16 miles southeast of the accident site, reported the wind from 030 degrees at 6 knots, temperature 48 degrees Fahrenheit (F), dew point 37 degrees Fahrenheit, (F), visibility 10 miles, a clear sky, and an altimeter pressure setting 30.44 inches of mercury. At 1153, the automated weather station at Tyler Pounds Regional airport, located about 17 miles north of the accident site, reported the wind from 290 degrees at 5 knots, temperature 48 degrees F, dew point 37 degrees F, visibility 10 miles, sky overcast at 2,500 feet, and an altimeter pressure setting 30.46 inches of mercury. At 1135, the automated weather station at Palestine Municipal airport, located about 22 miles southwest of the accidentsite, reported the wind from 350 degrees at 5 knots, temperature 52 degrees F, dew point 39 degrees F, visibility 10 miles, a clear sky, and an altimeter pressure setting 30.45 inches of mercury. The carburetor icing probability chart included in Federal Aviation Administration Special Airworthiness Information Bulletin No. CE-09-35, Carburetor Icing Prevention, indicated that the airplane was operating in an area that was associated with a serious risk of carburetor ice accumulation at cruise power settings. COMMUNICATIONS & RADAR INFORMATION Both JSO and T25 do not have operating control towers and pilots are advised to use CTAF (Common Traffic Advisory Frequency) for communication. The pilot was not in contact with air traffic control/radar service and no distress call from the pilot was reported. WRECKAGE AND IMPACT INFORMATION The NTSB IIC, and inspectors from the FAA, examined the airplane wreckage on site. After retrieval from water, the airplane placed on shore; the airplane’s canopy was found locked in the open position and the pilot’s seat belts were unlatched. Additionally, the examination revealed that the fuel shut-off valves and ignition switch were in the “OFF” position, the battery and avionics switches were also in the off position. The throttle was found full open, mixture control was found set to full rich, and the carburetor heat was in the cold position. The airplane was then relocated to salvage facility. To preserve the engine for a later examination, both magnetos were removed from the engine, the oil was drained from the engine and replaced with new oil, the lower sparksplugs were removed, and the carburetor bowl and gascolator were drained. MEDICAL AND PATHOLOGICAL INFORMATION The Southwestern Institute of Forensic Sciences, Office of the Medical Examiner, Dallas, Texas, conducted an autopsy on the pilot. The cause of death was determined to be "drowning, hypothermia, and minor blunt force injuries”. The FAA Toxicology Accident Research Library, Oklahoma City, Oklahoma, conducted toxicological testing. The results were negative for tested drugs. TEST AND RESEARCH A follow-up examination of the aircraft wreckage was conducted at a salvage facility by the NTSB IIC and an FAA inspector. The airplane’s lower engine cowling had sustained damage during the accident, resulting in damage to the carburetor’s airbox. In order to perform an engine run, the airbox was removed, the magnetos were re-installed, and the carburetor bowl was drained of remaining water. The battery was installed and fuel was connected to the airplane’s left side fuel line. The engine started and operated on both the left and right magnetos. The engine was shut down, and the fuel was switched to the right side fuel lines. The engine started again and operated on both magnetos. No pre-impact abnormalities were noted with the engine or airframe. ## Aircraft - Registration: [N8293J](https://openairdocs.org/aircraft/N8293J), registered now, S/N VAC-139-79 (OpenAirDocs) - Reported make and model: VARGA AIRCRAFT CORP. 2150A - Registry model: [Varga 2150A](https://openairdocs.org/model/varga-2150a) (registry code 9350102) (OpenAirDocs) - Category: Airplane - Serial number: VAC-139-79 - Airframe hours: 1831 - Engines: Lycoming O-320 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 23, 2011 - Departed: JSO, Jacksonville, TX - Destination: T25, Frankston, TX ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 85; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; seat: front; toxicology performed; flight hours: 5,575 total ## Weather - Conditions: Visual (VMC), Day - Wind: 30° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 48 °F, dew point 37 °F - Altimeter: 30.44 inHg - Observed at: KJSO, 17 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 20120208005619A](https://openairdocs.org/incident/20120208005619A), Feb 8, 2012: Varga Aircraft Corp. 2150A, Frankston, TX, Minor damage, 1 fatal. Pilot departed Aero Estates - T25 at approx 1015 for jso to obtain fuel. Departed jso at approximately 1100 to return to Aero Estates - T25. Reported overdue… ## Docket (10 files) The files NTSB released with the investigation on November 27, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=82857. - Extract from pilot flight log (item 1, .PDF, 8.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381694&FileExtension=.PDF&FileName=Extract%20from%20pilot%20flight%20log-Redacted.PDF - Weather Reports and Carb icing chart (item 2, .PDF, 585 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381695&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Carb%20icing%20chart-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 3, .PDF, 111 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381942&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Other Pertinent Forms and Reports (refueling log) (item 4, .PDF, 23 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381698&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports%20(refueling%20log)-Master.PDF - Maps or Charts of Accident Area, Wreckage Diagrams (item 5, .PDF, 390 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381703&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 6, .PDF): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381777&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 7, .PDF, 113 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381688&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Photo 1: Aircraft in the water (item 8, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381704&FileExtension=.PDF&FileName=Photo%201%3A%20%20Aircraft%20in%20the%20water-Master.PDF - Photo 2: Fuel selectors (item 9, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381705&FileExtension=.PDF&FileName=Photo%202%3A%20Fuel%20selectors-Master.PDF - Photo 3: Panel Switches (item 10, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381737&FileExtension=.PDF&FileName=Photo%203%3A%20Panel%20Switches-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.