# NTSB ERA10LA104: Cessna 150G, N4026J, Doylestown, PA, January 1, 2010 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 1, 2010, 11:08 local (16:08 UTC) - Place: Doylestown, PA - Coordinates: 40.333057, -75.122222 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.3331&lon=-75.1222&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report May 6, 2010 - 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): 75217 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA10LA104 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/75217/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=75217 - Page: https://openairdocs.org/ntsb/ERA10LA104 ## Probable cause A partial loss of engine power due to carburetor icing. ## 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: [Cessna 150G, 4 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=2071816), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Fuel related](https://openairdocs.org/ntsb-events/190); cases with it: [Cessna 150G, 5 cases](https://openairdocs.org/ntsb-events/190/sequence.md?model=2071816), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Initial climb: 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) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 150G, 23 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2071816), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The accident flight was the first flight since an overhauled engine was installed. The pilot performed an engine run-up before takeoff and noted no discrepancies. During the initial climb, between 50 and 75 feet above ground level, the engine experienced a partial loss of power. The pilot executed a forced landing into a field; the airplane came to rest upright and there were no injuries to the pilot or passenger. Postaccident inspection of the engine revealed no evidence of preimpact failure or malfunction. The temperature and dew point at the time of the accident were favorable for serious carburetor ice at cruise power. ## Factual narrative On January 1, 2010, about 1108 eastern standard time, a Cessna 150G, N4026J, registered to a private individual, experienced a partial loss of engine power during the climb shortly after takeoff from Doylestown Airport (DYL), Doylestown, Pennsylvania. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal, local flight from DYL. The airplane was substantially damaged and the certificated commercial pilot and one passenger were not injured. The flight originated from DYL about 1106. The pilot stated that the purpose of the flight was for him to fly the airplane following extensive engine maintenance. He intended on orbiting the airport for 1 hour, then intended on landing and having a mechanic (passenger), visually inspect the engine. A total of approximately 6 gallons of 100 low lead (100LL) fuel were in each fuel tank as determined by a dipstick and confirmed by the fuel quantity gauges. No contaminants were noted in either fuel tank or gascolator during his preflight check, and he did not notice any discrepancies during the engine run-up before takeoff. The pilot further stated that after takeoff during climb out when the flight was between 50 and 75 feel above ground level, he noticed a partial loss of engine power. With trees ahead he turned to the right towards an open field and while in a right turn, the right main landing gear contacted the ground. The left main landing gear then contacted the ground causing the gear to separate. The airplane came to rest upright in a left wing low attitude which resulted in fuel leaking from the left fuel cap. Inspection of the accident site by a Federal Aviation Administration (FAA) inspector revealed the airplane was resting in the middle of a corn field with the left and nose landing gears separated. A small fire in the engine compartment had been quickly extinguished. The airplane was recovered for further examination. Inspection of the engine by an FAA airworthiness inspector following recovery of the airplane revealed the air induction housing was crushed around the carburetor, but there were no obstructions of the air induction system. The air induction filer which had been separated and recovered from the accident site was determined to have been properly installed. The throttle, mixture, and carburetor heat control cables were connected and properly attached; however, impact damage precluded range of motion checks. The accelerator pump of the carburetor operationally checked good. The spark plugs were new and exhibited light gray coloration of the porcelain insulator. The engine was rotated by hand and spark was noted at all spark plugs, and compression was noted in all cylinders. No indication of a failure or malfunction was noted to the muffler. A surface observation weather report taken at DYL at 1054, or approximately 14 minutes before the accident indicates in part that the dry bulb and dew pointtemperatures were 35 and 33 degrees Fahrenheit respectively, and the relative humidity was 92 percent. According to FAA Special Airworthiness Information Bulletin (SAIB) CE-09-35, based on the recorded temperature and dew point about the time of the accident, the conditions were favorable for serious carburetor icing at cruise power setting. FAA Advisory Circular (AC) 20-113 dated October 22, 1981, titled, “Pilot Precautions and Procedures to be Taken in Preventing Aircraft Reciprocating Engine Induction System and Fuel System Icing Problems” states that induction system icing is more likely when the temperature is below 70 degrees Fahrenheit and the relative humidity is above 80 percent. An overhauled engine was installed the day before and test run after installation. The recording tachometer time at the time of installation was 6,275.32, while the tachometer at the time of the accident was 6,275.41. ## Aircraft - Registration: [N4026J](https://openairdocs.org/deregistered/N4026J-2017-07-14), registration cancelled 2017-07-14, S/N 15065326, 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: 15065326 - Airframe hours: 6275 - Engines: CONT MOTOR O-200-A 100 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Frattone Clifford T - Registered owner: Frattone Clifford T - Airworthiness certificate: Standard, Utility - Last inspection: Annual, October 6, 2009, 4 hours before - Departed: DYL, Doylestown, PA - Destination: DYL, Doylestown, PA - Airport: DYL, Doylestown Airport, runway 05, 3,004 × 60 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 46; injuries: none; commercial, flight instructor; airplane ratings: single-engine land, single-engine sea; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review June 19, 2009; seat: right; flight hours: 1,400 total, 200 in this make and model, 1,200 as pilot in command, 10 in the last 90 days, 2 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 6 knots - Visibility: 4 statute miles - Lowest ceiling: 6,500 ft overcast - Temperature: 36 °F, dew point 34 °F - Altimeter: 29.90 inHg - Observed at: DYL ## 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 20100101025579A](https://openairdocs.org/incident/20100101025579A), Jan 1, 2010: Cessna 150G, Doylestown, PA, Minor damage. Aircraft had a normal take-off roll developing full power. On climb-out, the aircraft experienced a reduction in power. The pilot made a right turn to avoid… ## Docket (11 files) The files NTSB released with the investigation on February 19, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=75217. 6.2 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 546 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324854&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Passenger Statement (item 2, .PDF, 120 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324850&FileExtension=.PDF&FileName=Passenger%20Statement-Redacted.PDF - Weather Reports and Records (item 3, .PDF, 108 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324851&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - FAA Inspector Statements (item 4, .PDF, 162 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324852&FileExtension=.PDF&FileName=FAA%20Inspector%20Statements-Redacted.PDF - Excerpts from Maintenance Records (item 5, .PDF, 845 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40324853&FileExtension=.PDF&FileName=Excerpts%20from%20Maintenance%20Records-Redacted.PDF - Excerpt from FAA Special Airworthiness Information Bulletin (SAIB) CE-09-35 (item 6, .PDF, 278 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40325132&FileExtension=.PDF&FileName=Excerpt%20from%20FAA%20Special%20Airworthiness%20Information%20Bulletin%20(SAIB)%20CE-09-35-Master.PDF - Advisory Circular (AC) 20-113, titled "Pilot Precautions And Procedures To Be Taken In Preventing Aircraft Reciprocating Engine Induction System And Fuel System Icing Precautions" (item 7, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40325133&FileExtension=.PDF&FileName=Advisory%20Circular%20(AC)%2020-113,%20titled%20%22Pilot%20Precautions%20And%20Procedures%20To%20Be%20Taken%20In%20Preventing%20Aircraft%20Reciprocating%20Engine%20Induction%20System%20And%20Fuel%20System%20Icing%20Precautions%22-Master.PDF - Photo 1: Digital Photograph Provided by FAA. View of the Airplane at the Accident Site. (item 8, .PDF, 591 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40325139&FileExtension=.PDF&FileName=Photo%201%3A%20Digital%20Photograph%20Provided%20by%20FAA.%20View%20of%20the%20Airplane%20at%20the%20Accident%20Site.-Master.PDF - Photo 2: Digital Photograph Provided by FAA. View of the Propeller. (item 9, .PDF, 580 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40325140&FileExtension=.PDF&FileName=Photo%202%3A%20Digital%20Photograph%20Provided%20by%20FAA.%20View%20of%20the%20Propeller.-Master.PDF - Photo 3: Digital Photograph Provided by FAA. View of the Recording Tachometer. (item 10, .PDF, 441 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40325141&FileExtension=.PDF&FileName=Photo%203%3A%20Digital%20Photograph%20Provided%20by%20FAA.%20View%20of%20the%20Recording%20Tachometer.-Master.PDF - Photo 4: Digital Photograph Provided by FAA. View of the One of the Spark Plugs. (item 11, .PDF, 721 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40325142&FileExtension=.PDF&FileName=Photo%204%3A%20Digital%20Photograph%20Provided%20by%20FAA.%20View%20of%20the%20One%20of%20the%20Spark%20Plugs.-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.