# NTSB CEN18LA013: Russell E Oberg Murphy Rebel, N734R, Fort Collins, CO, October 12, 2017 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 12, 2017, 10:40 local (16:40 UTC) - Place: Fort Collins, CO - Coordinates: 40.639999, -105.129997 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.6400&lon=-105.1300&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute: Fuel related](https://openairdocs.org/ntsb-events/190) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report March 18, 2019 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Federal Aviation Administration - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 96198 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN18LA013 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/96198/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=96198 - Page: https://openairdocs.org/ntsb/CEN18LA013 ## Probable cause A total loss of engine power due to carburetor ice accumulation. Contributing to the accident was the pilot’s failure 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 equipment (probable cause); cases with it: [Russell E Oberg MURPHY REBEL, 1 case](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=05632ZD), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Ice/rain protection system: intake anti-ice, deice](https://openairdocs.org/ntsb-findings/01023020): Aircraft › Aircraft systems · Not used/operated (probable cause); cases with it: [Russell E Oberg MURPHY REBEL, 1 case](https://openairdocs.org/ntsb-findings/01023020/cases.md?model=05632ZD), [All aircraft, 108 cases](https://openairdocs.org/ntsb-findings/01023020/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: [Russell E Oberg MURPHY REBEL, 1 case](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=05632ZD), [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) (defining event); cases with it: [Russell E Oberg MURPHY REBEL, 1 case](https://openairdocs.org/ntsb-events/190/sequence.md?model=05632ZD), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Russell E Oberg MURPHY REBEL, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=05632ZD), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-landing roll: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Russell E Oberg MURPHY REBEL, 1 case](https://openairdocs.org/ntsb-events/096/sequence.md?model=05632ZD), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The private pilot reported that, while in cruise flight, the engine started to sputter then experienced a total loss of power. The pilot attempted to restore power without success and conducted a forced landing to a field, where the airplane nosed over. The pilot stated that he did not use carburetor heat following the loss of engine power. A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunction or failures that would have precluded normal operation. A review of the recorded weather information in the area indicated that the atmospheric conditions at the time of the accident were conducive to the accumulation of serious carburetor icing at any power setting. The total loss of engine power was likely due to an accumulation of carburetor ice. Had the pilot immediately applied carburetor heat, it is possible that it would have cleared the ice and restored engine power. ## Factual narrative On October 12, 2017, about 1040 mountain daylight time, an amateur-built Murphy Rebel airplane, N734R, was substantially damaged during the forced landing to a field near Fort Collins, Colorado. The pilot, the sole occupant on board, sustained minor injuries. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Visual meteorological conditions prevailed for the local flight that departed Vance Brand Airport (KLMO), Longmont, Colorado, about 1000. According to a statement from the pilot, while en route at an altitude of 9,000 feet the engine started "sputtering" and lost power. He attempted to restore power by switching fuel tanks and adjusting the throttle but was unsuccessful. During the forced landing to a field the airplane nosed over resulting in substantial damage to the fuselage and vertical stabilizer. The pilot stated that he did not use carburetor heat following the loss of engine power. He stated that he misunderstood the conditions which carburetor ice could form, believing it to be in visible moisture and clouds, like structural wing icing. He further stated that carburetor heat was only for instrument conditions. The National Transportation Safety Board Investigator in Charge examined the airplane following the recovery to a secure facility. The examination of the airplane, including the engine and fuel system, revealed no mechanical anomalies that would have precluded normal operation. The closest routine aviation weather report, taken at 1156, recorded a temperature of 52°F and a dewpoint temperature of 39°F. A review of the carburetor icing probability chart, located in the Federal Aviation Administration's Special Airworthiness Information Bulletin CE-09-35, dated June 30, 2009, revealed that the airplane was operating in an area favorable for the formation of serious carburetor icing at any power setting. In addition, weather computer model soundings taken around the time of the accident supported a favorable environment for carburetor icing at the operational altitude of the flight. ## Aircraft - Registration: [N734R](https://openairdocs.org/aircraft/N734R), registered now, S/N 734R, built 2015 (OpenAirDocs) - Reported make and model: RUSSELL E OBERG MURPHY REBEL - Registry model: [Russell E Oberg MURPHY REBEL](https://openairdocs.org/model/russell-e-oberg-murphy-rebel) (registry code 05632ZD) (OpenAirDocs) - Registry engine: [Lycoming O-320-E2D](https://openairdocs.org/engine/lycoming-o-320-e2d) (registry code 42123, 4 cycle) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 734R - Year built: 2015 - Airframe hours: 18.1 - Engines: Lycoming O-320-E2D 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, April 20, 2017 - Departed: KLMO, Longmont, CO - Destination: KLMO, Longmont, CO - Equipment: Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 70; injuries: minor; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review June 30, 2017; seat: left; restraint: 3-point; flight hours: 341.1 total, 18.1 in this make and model, 226.1 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 52 °F, dew point 39 °F - Altimeter: 30.15 inHg - Observed at: KFNL ## Docket (4 files) The files NTSB released with the investigation on April 24, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=96198. 4.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462367&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Pilot Statement to FAA (item 2, .PDF, 176 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462368&FileExtension=.PDF&FileName=Pilot%20Statement%20to%20FAA-Master.PDF - Witness Statements (item 3, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462369&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Weather Data (item 4, .PDF, 586 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40462370&FileExtension=.PDF&FileName=Weather%20Data-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.