# NTSB DFW07CA112: Cessna 180, N2209C, Austin, TX, May 10, 2007 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: May 10, 2007, 18:46 local (23:46 UTC) - Place: Austin, TX - Coordinates: 30.357221, -97.994445 - Nearby events: https://openairdocs.org/map.md?lat=30.3572&lon=-97.9944&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report June 27, 2007 - Report: Approved by Office Director - Parties: San Antonio, Texas - NTSB case key (mKey): 65766 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DFW07CA112 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/65766/pdf - Page: https://openairdocs.org/ntsb/DFW07CA112 ## Probable cause The loss of engine power as result of carburetor icing. Contributing factors were the lack of suitable terrain for the forced landing and the weather conditions conducive to carburetor icing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, approach - vfr pattern - base leg/base to final - weather condition - carburetor icing conditions (contributing factor) - carburetor heat - not used, pilot in command (cause) - In flight collision with object, descent - emergency - object - tree(s) - terrain condition - none suitable (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The pilot experience a complete loss of engine power while the airplane was established on the base leg of the traffic pattern at his destination airport. The 337-nautical mile flight originated in another state about 3 hours earlier. The 300-hour private pilot elected to execute a forced landing to a golf course; however, shortly before touchdown, the tailwheel-equipped airplane collided with mature trees and subsequently impacted the ground. The airplane came to rest in the upright position and the pilot and both passengers were able to exit the airplane unassisted. An examination of the airplane's engine by a Federal Aviation Administration (FAA) inspector did not revealed any pre-impact anomalies or discrepancies. Additionally, aviation fuel was present at the accident site. The pilot, who reported having accumulated a total of 250-hours in the same make and model, stated that he did not utilize the carburetor heat during his descent or while in the traffic pattern. A carburetor icing probability chart obtained from a DOT/FAA/CT-82/44 publication predicts the possibility of serious carburetor icing at glide power under the weather conditions that prevailed at the time of the accident (temperature 80 degrees Fahrenheit, dew point of 55 degrees Fahrenheit). ## Factual narrative The pilot experience a complete loss of engine power while the airplane was established on the base leg of the traffic pattern at his destination airport. The 337-nautical mile flight originated in another state about 3 hours earlier. The 300-hour private pilot elected to execute a forced landing to a golf course; however, shortly before touchdown, the tailwheel-equipped airplane collided with mature trees and subsequently impacted the ground. The airplane came to rest in the upright position and the pilot and both passengers were able to exit the airplane unassisted. An examination of the airplane's engine by a Federal Aviation Administration (FAA) inspector did not revealed any pre-impact anomalies or discrepancies. Additionally, aviation fuel was present at the accident site. The pilot, who reported having accumulated a total of 250-hours in the same make and model, stated that he did not utilize the carburetor heat during his descent or while in the traffic pattern. A carburetor icing probability chart obtained from a DOT/FAA/CT-82/44 publication predicts the possibility of serious carburetor icing at glide power under the weather conditions that prevailed at the time of the accident (temperature 80 degrees Fahrenheit, dew point of 55 degrees Fahrenheit). ## Aircraft - Registration: [N2209C](https://openairdocs.org/deregistered/N2209C-2012-10-16), registration cancelled 2012-10-16, S/N 30509, built 1953 (OpenAirDocs) - Reported make and model: Cessna 180 - Registry model: [Cessna 180](https://openairdocs.org/model/cessna-180) (registry code 2072602) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 30509 - Engines: Continental O-520 285 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Neurosurgical Specialists - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 1, 2007 - Departed: ROW, ROSWELL, NM - Destination: 3R9, Austin, TX - Airport: 3R9, Lakeway Airpark ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 40; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review June 1, 2005; seat: left; flight hours: 300 total, 250 in this make and model, 20 in the last 90 days, 10 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 55 °F - Altimeter: 29.88 inHg - Observed at: ATT, 16 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 20070510007499A](https://openairdocs.org/incident/20070510007499A), May 10, 2007: Cessna 180, Houston, TX, Substantial damage. (-23) On may 10, 2007, central daylight time, a single engine Cessna 180 aircraft, N2209C was substantially damaged following loss of power during base leg… 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.