# NTSB ERA09LA021: Steele John J Acro Sport, N896JC, Madison, NH, October 15, 2008 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 15, 2008, 16:00 local (20:00 UTC) - Place: Madison, NH - Coordinates: 43.830554, -71.186943 - Nearby events: https://openairdocs.org/map.md?lat=43.8306&lon=-71.1869&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-descent: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report May 11, 2010 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 69304 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA09LA021 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/69304/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=69304 - Page: https://openairdocs.org/ntsb/ERA09LA021 ## Probable cause The loss of engine power due to carburetor icing as a result of 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) - [Engine controls](https://openairdocs.org/ntsb-findings/01057600): Aircraft › Aircraft power plant · Not used/operated (probable cause) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause) - [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Pilot ## Analysis Approximately 50 minutes into the experimental amateur built airplane flight, the pilot began his descent from 1500 feet for landing when the engine lost partial power. He adjusted the throttle, mixture, and carburetor heat but the engine power setting went to idle and remained there. The pilot attempted to land in a field; however, the airplane’s altitude was insufficient to make the field and he landed into trees. The pilot noticed no discrepancies with the engine or engine controls prior to the partial loss of engine power. Federal Aviation Administration examination of the airplane and the engine found no evidence of any pre-accident anomalies that would have caused the partial loss of engine power. Review of the carburetor icing probability chart contained in FAA Special Airworthiness Information Bulletin (SAIB) CE-09-35 revealed “serious icing” at glide power for the temperature and dew point recorded at the nearest official weather reporting facility about the time of the accident. ## Factual narrative On October 15, 2008, at 1600 eastern daylight time, an experimental amateur built, Steele John J ACRO Sport II, N896JC, collided with trees during a forced landing near Madison, New Hampshire (NH). The pilot and passenger were not injured, and the airplane incurred substantial damage. Visual meteorological conditions prevailed and no flight plan was filed. The airplane was operated by a private individual, under the provisions of Title 14 Code of Federal Regulations Part 91, as a personal flight. The pilot stated to the responding Federal Aviation Administration (FAA) inspector that he was about 50 minutes into the flight when he started to head back to Windsock Village Airport (NH69), West Opssipee, NH, where he kept the airplane. He was beginning his descent from 1500 feet when the engine did a "roll back", and lost partial power. The pilot adjusted the throttle, mixture, and carburetor heat but the engine went to idle and remained at that power setting. He attempted to land in a field; however, the airplane’s altitude was insufficient to make the field and he made a controlled landing into trees. The aircraft remained in the tops of the trees, allowing time for him and his passenger to climb out of the airplane and onto the ground. The airplane eventually settled to the ground. The airplane incurred substantial damage to the lower right wing and throughout its structure from the tree branches and trunks. The pilot reported no discrepancies with the engine or engine controls before the partial loss of power. Prior to the flight, the pilot stated he had fueled the airplane with 5 gallons of fuel, for a total of 19 gallons of fuel on board the airplane. On scene examination of the airplane by a FAA inspector revealed that the fuel tanks were approximately 1/3 full The pilot stated the airplane underwent a conditional inspection in September of 2008, at which time the airplane had a total time of 712 hours. The airplane’s maintenance records were never provided. A wreckage examination was conducted by a FAA inspector. The engine controls were found to operate freely and correctly throughout their full range of motion. The engine was disassembled and examined, and no evidence of any pre-accident anomalies were noted. The fuel tank was examined and approximately 5 1/2 inches of clean automotive fuel was found in the tank. The fuel shut off valve was found in the off position, and no fuel was found in any of the fuel lines. None of the fuel lines showed signs of any blockage, and when the fuel shut off valve was placed in the on position, fuel started flowing after about 4 seconds. The fuel filter bowl was disassembled and inspected, and the screen was found to be approximately 10 percent blocked. The carburetor drain plug was removed, and approximately 1 oz. of fuel was found in the bowl. The mechanical fuel pump could not be tested for operation, but fuel passage through the pump was confirmed. The nearest official weather reporting facility wasthe Eastern Slopes Regional Airport (IZG), Fryeburg, Maine, located approximately 16 miles to the northeast of the accident site. The 1554 surface observation was: wind 170 at 5 knots; visibility 10 statute miles; sky condition clear; temperature 17 degrees Celsius; dew point 6 degrees Celsius; altimeter 30.04 inches of mercury. Review of the FAA Special Airworthiness Information Bulletin (SAIB) CE-09-35 revealed “serious icing” at glide power for a temperature of 17 degrees Celsius, and a dew point of 6 degrees Celsius. ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-descent: Fuel related](https://openairdocs.org/ntsb-events/190) - [Enroute-descent: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470) ## Aircraft - Registration: [N896JC](https://openairdocs.org/deregistered/N896JC-2019-11-04), registration cancelled 2019-11-04, S/N 689 (OpenAirDocs) - Reported make and model: STEELE JOHN J ACRO SPORT - Registry model: [Steele John J ACRO SPORT II](https://openairdocs.org/model/steele-john-j-acro-sport-ii) (registry code 05646CD) (OpenAirDocs) - Registry engine: [Lycoming O-360 series](https://openairdocs.org/engine/lycoming-o-360-series) (registry code 41575, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 689 - Airframe hours: 712 - Engines: LYCOMING O-360 SERIES 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, September 11, 2008 - Departed: NH69, West Ossipee, NH - Destination: NH69, West Ossipee, NH ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; injuries: none; commercial, private, airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: helicopter, airplane; medical: class 1, without waivers/limitations; last flight review April 5, 2008; seat: rear; flight hours: 10,000 total, 100 in this make and model, 4,000 as pilot in command, 230 in the last 90 days, 80 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 170° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 63 °F, dew point 43 °F - Altimeter: 30.04 inHg - Observed at: KIZG, 15 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 20081015853249A](https://openairdocs.org/incident/20081015853249A), Oct 15, 2008: Steele ACROSPORTII, Madison, NH, Substantial damage. On October 15, 2008, [privacy data omitted], pilot in command of N896JC was operating his aircraft in cruise flight when he experienced a partial engine… ## Other investigations on N896JC (2) 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 CEN17LA295](https://openairdocs.org/ntsb/CEN17LA295), Jul 30, 2017: Steele Acro Sport II (N896JC), Loudonville, OH, substantial damage. Probable cause: A partial loss of engine power due to carburetor icing. - [NTSB NYC90DFJ01](https://openairdocs.org/ntsb/NYC90DFJ01), Jan 3, 1990: Steele Acrosport II (N896JC), Penn Yan, NY, substantial damage. Probable cause: FAILURE OF THE PILOT TO MAINTAIN DIRECTIONAL CONTROL DURING THE TAKEOFF GROUND RUN. HIS LACK OF EXPERIENCE & THE SNOWBANK WERE RELATED FACTORS. ## Docket (6 files) The files NTSB released with the investigation on March 8, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=69304. 1.2 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 421 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324601&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - FAA inspector statement (item 2, .PDF, 28 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324602&FileExtension=.PDF&FileName=FAA%20inspector%20statement-Master.PDF - FAA Examination (item 3, .PDF, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324603&FileExtension=.PDF&FileName=FAA%20Examination-Master.PDF - Weather Reports and Records (item 4, .PDF, 120 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40325182&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Carb Icing Chart (item 5, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40325183&FileExtension=.PDF&FileName=Carb%20Icing%20Chart-Master.PDF - Carb Ice Advisory Circular (item 6, .PDF, 480 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40325184&FileExtension=.PDF&FileName=Carb%20Ice%20Advisory%20Circular-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.