# NTSB CHI02LA138: Cessna 150G, N8657J, Kenosha, WI, May 19, 2002 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: May 19, 2002, 11:54 local (16:54 UTC) - Place: Kenosha, WI - Coordinates: 42.619525, -87.920143 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.6195&lon=-87.9201&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor, 1 uninjured - Status: Completed, report June 25, 2003 - Report: Approved by Office Director - Parties: FAA-Milwaukee, Wisconsin-FSDO - NTSB case key (mKey): 54741 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI02LA138 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54741/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54741 - Page: https://openairdocs.org/ntsb/CHI02LA138 ## Probable cause The student pilot's failure to use carburetor heat, and the flight instructor's inadequate supervision of the flight. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, approach - vfr pattern - final approach - fuel system - contamination,water - weather condition - carburetor icing conditions (contributing factor) - carburetor heat - not used, dual student (cause) - remedial action - delayed, pilot in command(cfi) (contributing factor) - supervision - inadequate, pilot in command(cfi) (contributing factor) - Forced landing, emergency descent/landing - Nose gear collapsed, emergency descent/landing - unsuitable terrain or takeoff/landing/taxi area - encountered, pilot in command(cfi) - terrain condition - plowed/furrowed (contributing factor) ## Analysis The airplane was damaged during a forced landing to a plowed field following a loss of engine power while approaching to land. The airplane was being flown by a certified flight instructor (CFI) and a student pilot. The CFI stated that prior to the flight the student pilot performed a sump check of the fuel tanks and found water in the fuel samples. She said that she instructed the student to sump the fuel tanks three to five times, after which they were able to get clear fuel samples. The CFI stated that she and her student checked the weather and decided to practice landings at ENW. The CFI said that they were set up for a straight-in approach to runway 6R at ENW when the engine lost power. She said that she assumed control of the airplane and performed a, "...flow check: (Fuel selector - Both, Mixture - Rich, Carb heat - ON, Throttle - Set, [Magnetos] - Both, Engine gauges - Green.)" The CFI reported that she determined that she would not be able to make the runway and she elected to land in a field. During the forced landing, the nose landing gear of the airplane collapsed. A postaccident examination of the airplane revealed traces of water in the fuel tanks, fuel hoses, and the carburetor. No other anomalies were found that could be determined to have existed prior to the accident. The temperature and dewpoint at the time of the accident were reported as 8 degrees Celsius and 3 degrees Celsius respectively. According to a carburetor icing chart, the temperature and dewpoint are within the range of serious icing potential for any power setting. Federal Aviation Administration Advisory Circular 20-113 states the following regarding the use of carburetor heat: "[Carburetor] Heat should be applied for a short time to warm the induction system before beginning a prolonged descent with the engine throttled and left on during the descent. Power lever advancement should be performed periodically during descent to assure that power recovery can be achieved. The pilot should be prepared to turn heat off after power is regained to resume level flight or initiate a go-around from an abandoned approach." ## Factual narrative On May 19, 2002, at 1154 central daylight time, a Cessna 150G, N8657J, piloted by a certified flight instructor (CFI) and dual student, sustained substantial damage during a forced landing following a loss of engine power while approaching to land. The airplane was cleared to land on runway 6R (3,300 feet by 75 feet, asphalt), at the Kenosha Regional Airport (ENW), Kenosha, Wisconsin. The nose landing gear collapsed when the airplane landed in a plowed farm field. The 14 CFR Part 91 instructional flight was operating in visual meteorological conditions and was not on a flight plan. The CFI received minor injuries and the student received no injuries. The flight originated from the Palwaukee Municipal Airport, Wheeling, Illinois at 1125 . In a written report, the CFI stated that, prior to the flight, the student pilot performed a sump check of the fuel and found water in the fuel samples. She said that she instructed the student to sump the fuel tanks three to five times at which time they were able to get clear fuel samples. The CFI stated that she and her student checked the weather and decided to practice landings at ENW. The CFI said that they were set up for a straight-in approach to runway 6R at ENW when the engine lost power. She said that she assumed control of the airplane and performed a, "...flow check: (Fuel selector - Both, Mixture - Rich, Carb heat - ON, Throttle - Set, [Magnetos] - Both, Engine gauges - Green.)" The CFI reported that she determined that they would not be able to make the runway and she elected to land in a field. During the forced landing, the nose landing gear of the airplane collapsed. A postaccident examination of the airplane revealed traces of water in the fuel tanks, fuel hoses, and the carburetor. No other anomalies were found that could be determined to have existed prior to the accident. The weather reporting station at ENW recorded the temperature and dewpoint at the time of the accident as 8 degrees Celsius and 3 degrees Celsius respectively. According to a carburetor icing chart, the temperature and dewpoint are within the range of serious icing potential for any power setting. Federal Aviation Administration Advisory Circular 20-113 states the following regarding the use of carburetor heat: "Heat should be applied for a short time to warm the induction system before beginning a prolonged descent with the engine throttled and left on during the descent. Power lever advancement should be performed periodically during descent to assure that power recovery can be achieved. The pilot should be prepared to turn heat off after power is regained to resume level flight or initiate a go-around from an abandoned approach." ## Aircraft - Registration: [N8657J](https://openairdocs.org/aircraft/N8657J), registered now, S/N 15066557, built 1967 (OpenAirDocs) - Reported make and model: Cessna 150G - Registry model: [Cessna 150G](https://openairdocs.org/model/cessna-150g) (registry code 2071816) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15066557 - Airframe hours: 2083 - Engines: Continental O-200A 100 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Robert Frank - Airworthiness certificate: Standard, Normal; Standard, Utility - Last inspection: 100 hour, May 21, 2001, 28 hours before - Departed: PWK, CHICAGO/PROSPEC, IL - Destination: ENW, Kenosha, WI ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 28; injuries: minor; flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review August 15, 2001; seat: right; flight hours: 570 total, 9 in this make and model, 350 as pilot in command, 77 in the last 90 days, 38 in the last 30 days, 4 in the last 24 hours - Student pilot; age 14; injuries: none; seat: left; flight hours: 27 total, 20 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: 2,600 ft broken - Temperature: 46 °F, dew point 37 °F - Altimeter: 30.28 inHg - Observed at: ENW, 2 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 20020519038439A](https://openairdocs.org/incident/20020519038439A), May 19, 2002: Cessna 150G, Kenosha, WI, Substantial damage. (-23) Engine failure during approach to Kenosha airport. Investigation revealed evidence of water in fuel system. ## Docket (2 files) The files NTSB released with the investigation on May 11, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54741. 427 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 384 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40438625&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Carburetor Icing Chart (item 2, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40182400&FileExtension=.PDF&FileName=Carburetor%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.