# NTSB ERA10CA220: Cessna 150G, N4760X, Cooperstown, NY, April 7, 2010 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Data collection · Final report - Date: April 7, 2010, 16:10 local (20:10 UTC) - Place: Cooperstown, NY - Coordinates: 42.625831, -74.890556 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.6258&lon=-74.8906&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report March 16, 2011 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 75692 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA10CA220 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/75692/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=75692 - Page: https://openairdocs.org/ntsb/ERA10CA220 ## Probable cause A partial loss of engine power during a simulated engine-out demonstration due to carburetor icing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Instructor/check pilot (probable cause); cases with it: [Cessna 150G, 4 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=2071816), [All aircraft, 792 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md) - [Performance/control parameters: powerplant parameters](https://openairdocs.org/ntsb-findings/01062050): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [Cessna 150G, 1 case](https://openairdocs.org/ntsb-findings/01062050/cases.md?model=2071816), [All aircraft, 81 cases](https://openairdocs.org/ntsb-findings/01062050/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering: Simulated/training event](https://openairdocs.org/ntsb-events/600); cases with it: [Cessna 150G, 1 case](https://openairdocs.org/ntsb-events/600/sequence.md?model=2071816), [All aircraft, 173 cases](https://openairdocs.org/ntsb-events/600/sequence.md) - [Approach-VFR pattern final: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Cessna 150G, 6 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=2071816), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 150G, 13 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2071816), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis The certified flight instructor (CFI) stated that he was demonstrating to the student a simulated loss of engine power and landing to the airport. He began by reducing power then applying carburetor heat. He maneuvered the airplane in a descending right turn and cleared the engine (verifying full engine power was available) at least one time during the descent. He approached the runway and lowered 10 degrees of flaps while on a short base leg of the traffic pattern. The approach appeared normal to slightly high, and on short final (about 100 feet above touchdown zone elevation), the flight encountered a very strong and turbulent gust that necessitated immediate full power. He applied power and the engine hesitated or stumbled. He removed carburetor heat application and pushed forward on the throttle and mixture controls. Thereafter, he pumped the throttle control in an effort to restore engine power which was unsuccessful. He maneuvered the airplane to a clear space and landed in a wooded area. Inspection of the engine by a Federal Aviation Administration (FAA) airworthiness inspector following recovery of the airplane revealed no evidence of preimpact mechanical failure or malfunction. A surface observation weather report approximately 17 minutes before the accident, indicated the temperature and dew point were 18 and 13 degrees Celsius respectively, (64 and 55 degrees Fahrenheit). According to a FAA Special Airworthiness Information Bulletin (SAIB) CE-09-35, dated June 30, 2009, the temperature and dew point were favorable for serious icing at glide power. ## Factual narrative The certified flight instructor (CFI) stated that after takeoff he flew to another airport and demonstrated to the student a simulated loss of engine power by reducing power then applying carburetor heat. He began a right descending turn and reported clearing the engine (verifying full engine power was available) at least one time during the descent but added that he should not have left the engine at a low idle condition for more than 1 minute. He approached runway 02 and lowered 10 degrees of flaps while on a short base. The approach appeared normal to slightly high, and on short final (about 100 feet above touchdown zone elevation), the flight encountered a very strong and turbulent gust/rotor that necessitated immediate full power. He applied power and later reported the engine hesitated or stumbled. He removed carburetor heat, and pushed forward on the throttle and mixture controls, and also pumped the throttle in an effort to restore engine power which was unsuccessful. He maneuvered the airplane to a clear space and landed in a wooded area. Inspection of the engine by a Federal Aviation Administration (FAA) airworthiness inspector following recovery of the airplane revealed no evidence of preimpact mechanical failure or malfunction. A surface observation weather report approximately 17 minutes before the accident, indicated the temperature and dew point were 18 and 13 degrees Celsius respectively, (64 and 55 degrees Fahrenheit),. According to a FAA Special Airworthiness Information Bulletin (SAIB) CE-09-35, dated June 30, 2009, the temperature and dew point were favorable for serious icing at glide power. ## Aircraft - Registration: [N4760X](https://openairdocs.org/deregistered/N4760X-2012-03-05), registration cancelled 2012-03-05, S/N 15064810, built 1966 (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: 15064810 - Airframe hours: 6272 - Engines: CONT MOTOR O-200 SERIES 100 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Gary Pressler - Registered owner: Gary Pressler - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, October 20, 2009 - Departed: N23, Sidney, NY - Destination: K23, Cooperstown, NY - Airport: K23, Cooperstown-Westville Airport, runway 02, 2,337 × 125 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 45; injuries: minor; flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review April 29, 2008; seat: right; flight hours: 5,748 total, 900 in this make and model, 22 in the last 90 days, 15 in the last 30 days, 3 in the last 24 hours - Student pilot; seat: left; flight hours: 38 total, 38 in this make and model, 5 in the last 90 days, 2 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 11 knots - Visibility: 10 statute miles - Lowest ceiling: 8,000 ft broken - Temperature: 64 °F, dew point 55 °F - Altimeter: 29.70 inHg - Observed at: RME, 43 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 20100407031939A](https://openairdocs.org/incident/20100407031939A), Apr 7, 2010: Cessna 150G, Cooperstown, NY, Substantial damage. The instructor was demonstrating engine out emergency procedures. On short final approach, the instructor realized that they were too low and slow with a gust… ## Docket (4 files) The files NTSB released with the investigation on October 8, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=75692. 12.0 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 11.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40330653&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Weather Reports and Records (item 2, .PDF, 171 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40330649&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - NTSB Record of Conversation with Federal Aviation Administration Inspector-In-Charge (item 3, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40330651&FileExtension=.PDF&FileName=NTSB%20Record%20of%20Conversation%20with%20Federal%20Aviation%20Administration%20Inspector-In-Charge-Master.PDF - Federal Aviation Administration Special Airworthiness Information Bulletin (SAIB) CE-09-35 Regarding Carburetor Icing Prevention (item 4, .PDF, 301 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40330650&FileExtension=.PDF&FileName=Federal%20Aviation%20Administration%20Special%20Airworthiness%20Information%20Bulletin%20(SAIB)%20CE-09-35%20Regarding%20Carburetor%20Icing%20Prevention-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.