# NTSB CEN16LA064: Cessna 305A, N5312G, Sulphur, LA, November 24, 2015

- Type: NTSB accident investigation
- Classification: Accident · Minor injuries · Limited investigation · Final report
- Date: November 24, 2015, 14:47 local (19:47 UTC)
- Place: Sulphur, LA
- Coordinates: 30.131389, -93.376113 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=30.1314&lon=-93.3761&mi=10
- Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping)
- Defining event: [Approach-VFR pattern crosswind: Fuel contamination](https://openairdocs.org/ntsb-events/193)
- Highest injury: Minor injuries
- Injuries: 1 minor, 1 uninjured
- Status: Completed, report June 25, 2019
- Report: Approved by Office Director
- NTSB office: Central Region
- NTSB case key (mKey): 92456
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN16LA064
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92456/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92456
- Page: https://openairdocs.org/ntsb/CEN16LA064

## Probable cause

The loss of engine power due to water and contaminants in the carburetor, which resulted in a forced landing to a wet field.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Engine fuel and control: fuel control/carburetor](https://openairdocs.org/ntsb-findings/01057322): Aircraft › Aircraft power plant · Not specified (probable cause); cases with it: [Cessna 305A, 1 case](https://openairdocs.org/ntsb-findings/01057322/cases.md?model=2074002), [All aircraft, 195 cases](https://openairdocs.org/ntsb-findings/01057322/cases.md)
- [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid condition (probable cause); cases with it: [Cessna 305A, 2 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2074002), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md)
- [Terrain: wet/muddy terrain](https://openairdocs.org/ntsb-findings/03021035): Environmental issues › Physical environment · Contributed to outcome (probable cause); cases with it: [Cessna 305A, 1 case](https://openairdocs.org/ntsb-findings/03021035/cases.md?model=2074002), [All aircraft, 110 cases](https://openairdocs.org/ntsb-findings/03021035/cases.md)
- [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Not specified; cases with it: [Cessna 305A, 2 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=2074002), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Approach-VFR pattern crosswind: Fuel contamination](https://openairdocs.org/ntsb-events/193) (defining event); cases with it: [Cessna 305A, 1 case](https://openairdocs.org/ntsb-events/193/sequence.md?model=2074002), [All aircraft, 225 cases](https://openairdocs.org/ntsb-events/193/sequence.md)
- [Approach-VFR pattern crosswind: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Cessna 305A, 3 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2074002), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md)
- [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 305A, 2 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2074002), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)

## Analysis

After about 50 minutes of uneventful flight, the commercial pilot was performing touch-and-go landings. After completing the second touch-and-go landing, the pilot applied full power for takeoff, pushed the carburetor heat control to the forward (off) position, rotated off the runway, and started a standard climb to pattern altitude. While turning on crosswind to set up for a full-stop landing, the engine lost total power. The pilot executed a forced landing in a field with dense, wet vegetation, which resulted in substantial damage to both wings and the fuselage. The pilot-rated passenger reported that the entire flight was normal until the loss of engine power and forced landing. The weather conditions were conducive to the formation of moderate carburetor icing at cruise power or serious icing at descent power. Postaccident examination of the engine revealed that the carburetor was intact and was not impact damaged before disassembly. Further examination found water and corrosion in the carburetor bowl. Although the weather conditions were conducive to the formation of carburetor icing, because of the amount of water and corrosion found in the carburetor, it is likely that the fuel system was contaminated, which caused the loss of engine power.

## Factual narrative

On November 24, 2015, about 1447 central daylight time, a Cessna 305 airplane, N5312G, registered to a private individual, sustained substantial damage during a forced landing after a loss of engine power after takeoff from the Southland Field Airport (UXL), Sulphur, Louisiana. The private pilot sustained minor injuries and his pilot-rated passenger was not injured. The flight was being conducted under the provisions of Federal Aviation Regulations Part 91. Visual meteorological conditions prevailed throughout the area and a flight plan was not filed. The flight originated about 1345 from the pilot's private airstrip (52LA), located in Bell City, Louisiana. The pilot, who was also an A&P mechanic, had completed the installation of a CGR-30P engine monitor on November 20, 2015, in N5312G. After the installation, he flew the airplane from 52LA to UXL to check/reset the "K" factor for the fuel flow feature of the monitor. He reported that the flight to and from UXL lasted approximately 30 minutes and the entire flight was uneventful. The pilot reported that the intent of the flight on November 24, 2015, was to deliver the airplane to its owner located at the Lake Charles Regional Airport (LCH), Lake Charles, Louisiana. Prior to departure from 52LA, the pilot decided that he would first fly the airplane to UXL to perform a few touch and go landings and refuel the tanks to recheck the "K'' factor of the new monitor prior to flying to LCH. Upon completion of the second touch and go on runway 15 at UXL, the pilot applied full power for takeoff, pushed the carburetor heat control to the forward/cold position, rotated off the runway, and commenced a standard climb for pattern altitude. At some point at the south end of runway 15, the pilot started a left crosswind turn to set up for a full stop landing on runway 15. At this time, the engine instantaneously stopped firing, and the pilot determined that he would have to make an "off field" landing. The airplane landed ground upright in a field with dense, wet, vegetation. Emergency personnel evacuated the pilot and passenger. Both wings and fuselage sustained substantial damage. The pilot-rated passenger, who was seated in the rear seat, reported that the entire flight was normal until the loss of engine power and forced landing. The nearest weather reporting station (Lake Charles LCH) was located about 20 miles northeast of the accident site. The reported weather observation METAR at LCH about the time of the accident was: KLCH 1435 CDT AUTO 09010KT 10SM SCT4000 19/7 A3019. According to the Icing Probability Chart, with a temperature of 19 degrees and dew point of 7 degrees, the aircraft engine could have been susceptible to moderate carburetor icing at cruise power or serious icing at descent power. The engine was examined on August 8, 2017, at the facilities of Air Salvage of Dallas in Lancaster, Texas. The examination was conducted under the supervision of the FAA. The engine remained attached to theairframe and had no external damage, except for impact damage to the intake air box. The throttle and mixture controls were all connected. The crankshaft was rotated by hand and continuity was confirmed to all cylinders and to the rear of the engine. Good thumb compression was confirmed on cylinders one through five. The cylinders were examined with a lighted boroscope and the number six cylinder had heavy corrosion on the intake valve between the valve and the valve seat, so that the valve could not properly seat. The remainder of the cylinders had dark deposits on the cylinder domes and pistons. The aircraft had been modified with a STC allowing the use of auto gas. The magneto impulse couplings snapped at top dead center on the number one cylinder. The top spark plugs were removed and examined. They had normal wear when compared to the Champion Check-A-Plug comparison card, and dark deposits in the electrode areas. The carburetor was a Marvel Schebler, MA-4-5, PN-10-3859-1, SN-MF-V-AI. The carburetor was found not damaged. Rust and water were observed in the fuel inlet line. The inlet screen was wet with water and corrosion. The unit was disassembled, and the bowl was about half full of water and the bowl was also heavily corroded. The float and needle valve were intact and were free to move.

## Aircraft

- Registration: [N5312G](https://openairdocs.org/deregistered/N5312G-2018-05-10), registration cancelled 2018-05-10, S/N 22746, built 1951 (OpenAirDocs)
- Reported make and model: CESSNA 305A (A)
- Registry model: [Cessna 305A](https://openairdocs.org/model/cessna-305a) (registry code 2074002) (OpenAirDocs)
- Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: 22746
- Year built: 1951
- Airframe hours: 1965
- Engines: CONT MOTOR O-470 SERIES 230 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, September 6, 2015
- Departed: 52LA, Bell City, LA
- Destination: UXL, Sulpher, LA
- Airport: UXL, Southland Field Airport, runway 15, 5,001 × 75 ft, asphalt
- Equipment: Unknown

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 54; injuries: minor; commercial, private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; seat: front; restraint: 3-point; flight hours: 2,739 total, 3 in this make and model, 15 in the last 90 days, 1 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 90° at 10 knots
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 66 °F, dew point 45 °F
- Altimeter: 30.19 inHg
- Observed at: LCH

## 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 20151124019539A](https://openairdocs.org/incident/20151124019539A), Nov 24, 2015: Cessna 305A, Sulphur, LA, Destroyed. Aircraft doing touch & goes on runway 15. After low turn to upwind, about 100 feet AGL and still over airport property, engine quit. Pilot planned to land on…

## Other investigations on N5312G (4)

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 ERA10CA257](https://openairdocs.org/ntsb/ERA10CA257), May 6, 2010: Cessna 305A (N5312G), Fort Pierce, FL, substantial damage. Probable cause: The pilot's failure to maintain directional control during a crosswind landing.
- [NTSB ANC86LA097](https://openairdocs.org/ntsb/ANC86LA097), Jul 3, 1986: Cessna 305 (N5312G), Figure Eight Lk, AK, substantial damage
- [NTSB ANC84FA192](https://openairdocs.org/ntsb/ANC84FA192), Sep 28, 1984: Cessna 305A (N5312G), Anchorage, AK, substantial damage
- [NTSB ANC73DAG76](https://openairdocs.org/ntsb/ANC73DAG76), Jan 23, 1973: Cessna 305A (N5312G), Anchorage, AK, substantial damage

## Docket (5 files)

The files NTSB released with the investigation on April 9, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92456. 2.7 MB in all.

- Memorandum for the Record - Pilot Statement (item 1, .PDF, 189 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471795&FileExtension=.PDF&FileName=Memorandum%20for%20the%20Record%20-%20Pilot%20Statement-Master.PDF
- Memorandum for the Record - Pilot Rated Passenger Statement (item 2, .PDF, 189 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471796&FileExtension=.PDF&FileName=Memorandum%20for%20the%20Record%20-%20Pilot%20Rated%20Passenger%20Statement-Master.PDF
- Memorandum for the Record - Engine Examination Factual Findings (item 3, .PDF, 2 photos, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471797&FileExtension=.PDF&FileName=Memorandum%20for%20the%20Record%20-%20Engine%20Examination%20Factual%20Findings-Master.PDF
- Memorandum for the Record - Weather Information and Carburetor Icing Probabilty (item 4, .PDF, 428 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471798&FileExtension=.PDF&FileName=Memorandum%20for%20the%20Record%20-%20Weather%20Information%20and%20Carburetor%20Icing%20Probabilty-Master.PDF
- Photo Array (item 5, .PDF, 4 photos, 590 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471799&FileExtension=.PDF&FileName=Photo%20Array-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.

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