# NTSB ERA13LA034: Cessna 150H, N7250S, Mansfield, MA, October 21, 2012 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 21, 2012, 13:30 local (17:30 UTC) - Place: Mansfield, MA - Coordinates: 42.000556, -71.192222 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.0006&lon=-71.1922&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 November 6, 2013 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO, Continental Motors, Inc - NTSB case key (mKey): 85380 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13LA034 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/85380/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=85380 - Page: https://openairdocs.org/ntsb/ERA13LA034 ## Probable cause The pilots’ failure to apply carburetor heat during takeoff, which resulted in a partial loss of engine power due to the formation of carburetor ice. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating)](https://openairdocs.org/ntsb-findings/01058500): Aircraft › Aircraft power plant · Not specified (probable cause); cases with it: [Cessna 150H, 2 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md?model=2071818), [All aircraft, 497 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md) - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Contributed to outcome (probable cause); cases with it: [Cessna 150H, 6 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=2071818), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 150H, 2 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=2071818), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [Cessna 150H, 5 cases](https://openairdocs.org/ntsb-events/900/sequence.md?model=2071818), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Cessna 150H, 4 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=2071818), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 150H, 27 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2071818), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The flight instructor stated that during takeoff, when the airplane reached 250 feet above ground level, it "stopped climbing." The flight instructor assumed control of the airplane from the student and verified the position of the engine controls; however, despite adjusting airspeeds between best rate and best angle of climb, the airplane continued to descend until it settled into trees off the departure end of the runway, resulting in substantial damage to the empennage and tail sections. The occupants egressed without injury. After the accident, the airplane was removed from the trees by local authorities and placed inverted on the ground. As a result, all residual fuel drained from the airplane, and no fuel was available for testing. Examination of the airframe revealed no preimpact mechanical anomalies that would have precluded normal operation. The engine was removed from the airframe and placed in a test cell where it started immediately, accelerated smoothly, and ran continuously at rated power. Atmospheric conditions at the time of the accident were conducive to serious icing at any power setting, and the flight instructor stated that he ensured that the carburetor heat control was in its cold position during the takeoff. Therefore, it is likely that the loss of engine power was related to the accumulation of carburetor ice during takeoff. ## Factual narrative On October 21, 2012, about 1330 eastern daylight time, a Cessna 150H, N7250S, was substantially damaged during a forced landing after takeoff from Mansfield Municipal Airport (1B9), Mansfield, Massachusetts. The certificated flight instructor (CFI) and student pilot were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. According to the CFI, the purpose of the flight was to practice takeoffs and landings at 1B9 and then proceed to a practice area for "aircraft familiarization." The student performed the first landing to a full stop. The second landing attempt was aborted, and another traffic pattern was completed. The CFI "assisted" the subsequent touch-and-go landing. The landing was successful, the flaps were retracted to 20 degrees, carburetor heat was closed, and full engine power was applied. The airplane climbed as expected at 600 feet per minute and the flaps were retracted fully when the airplane climbed above treetop height. The CFI stated that when the airplane reached 250 feet above ground level, it "stopped climbing." He assumed control of the airplane, verified the position of the engine controls, and despite adjusting airspeeds between best rate and best angle of climb, the airplane continued to descend until it settled into trees off the departure end of the runway, resulting in substantial damage to the empennage and tail sections. The airplane came to rest in the trees, and the occupants climbed down from the airplane uninjured. According to the Federal Aviation Administration (FAA) aviation safety inspector who responded to the accident site, the airplane had been removed from the trees by local authorities, and was placed inverted on the ground. As a consequence, all residual fuel drained from the airplane, and no fuel was retained for examination or testing. Examination of the airframe revealed no pre-impact mechanical anomalies. The CFI held a commercial pilot certificate with ratings for airplane single engine land, multi-engine land, and instrument airplane. He also held a flight instructor certificate with a rating for airplane single engine. He reported 1,730 total hours of flight experience, of which 53 hours were in the accident airplane make and model. At 1352, the weather reported at Taunton Municipal Airport (TAN), 11 miles southeast of 1B9, included winds from 290 degrees at 10 knots, variable between 270 and 330 degrees. There were scattered clouds at 4,800 feet with 10 miles visibility. The temperature was 10 degrees C and the dew point was 5 degrees C. Review of Advisory Circular 91-51A EFFECT OF ICING ON AIRCRAFT CONTROL AND AIRPLANE DEICE AND ANTI-ICE SYSTEMS states in paragraph 5 DISCUSSION b. " There are two kinds of icing that are significant to aviation: structural icing and induction icing....c. Small aircraft engines commonly employ a carburetor fuelsystem or a pressure fuel injection system to supply fuel for combustion. Both types of induction systems hold the potential for icing which can cause engine failure. (1) The pilot should be aware that carburetor icing can occur at temperatures between 13 degrees Celsius (C) (20 degrees Fahrenheit (F) and +21C (70F) when there is visible moisture or high humidity. This can occur in the carburetor because vaporization of fuel, combined with the expansion of air as it flows through the carburetor, causes sudden cooling, sometimes by a significant amount within a fraction of a second. Carburetor ice can be detected by a drop in rpm in fixed pitch propeller airplanes and a drop in manifold pressure in constant speed propeller airplanes. In both types, usually there will be a roughness in engine operation. Some engines are equipped with carburetor heat for use in both prevention and removal of ice." According to a carburetor icing probability chart, the atmospheric conditions at the time of the accident were conducive to serious icing at any power setting. The engine was removed from the airframe and shipped to the manufacturer for examination and a test run under the supervision of an NTSB investigator. On February 28, 2013, the engine was placed in a test cell where it started immediately, accelerated smoothly, and ran continuously at rated power. The engine was shut down and restarted “several times” with the same result each time. ## Aircraft - Registration: [N7250S](https://openairdocs.org/deregistered/N7250S-2018-03-29), registration cancelled 2018-03-29, S/N 15067950, built 1967 (OpenAirDocs) - Reported make and model: CESSNA 150H - Registry model: [Cessna 150H](https://openairdocs.org/model/cessna-150h) (registry code 2071818) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15067950 - Airframe hours: 6814 - Engines: CONT MOTOR O-200 SERIES 100 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: John Rodick - Registered owner: John M. Rodick - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 26, 2012 - Departed: 1B9, Manfield, ME - Destination: 1B9, Manfield, ME - Airport: 1B9, Mansfield Municipal, runway 32, 3,503 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 27; injuries: none; commercial, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1; last flight review May 24, 2012; seat: right; flight hours: 1,730 total, 53 in this make and model, 1,220 as pilot in command, 109 in the last 90 days, 46 in the last 30 days, 2 in the last 24 hours - Student pilot; age 57; injuries: none; student; medical: class 3, unknown; seat: left; flight hours: 32 total, 3 in this make and model, 5 as pilot in command, 3 in the last 90 days, 3 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 41 °F - Altimeter: 29.86 inHg - Observed at: TAN, 11 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 20121021026399A](https://openairdocs.org/incident/20121021026399A), Oct 21, 2012: Cessna 150H, Mansfield, MA, Substantial damage. On October 21, 2012, N7250S a Cessna CE-150 originated a 14 CFR part 91 flight from marshfield, MA (ghg) to Mansfield, MA (1B9) for the purpose of flight… ## Docket (7 files) The files NTSB released with the investigation on August 22, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=85380. 10.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 690 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40399344&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Witness Statement (item 2, .PDF, 56 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397295&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - FAA Inspector Statement (item 3, .PDF, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397299&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - FAA Inspector Statement Addendum (item 4, .PDF, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40399248&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement%20Addendum-Redacted.PDF - Photo 1 - View of Airplane as Found (FAA) (item 5, .PDF, 4.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397296&FileExtension=.PDF&FileName=Photo%201%20-%20View%20of%20Airplane%20as%20Found%20(FAA)-Master.PDF - Photo 2 - View of Airplane Suspended in Tree (FAA) (item 6, .PDF, 5.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397297&FileExtension=.PDF&FileName=Photo%202%20-%20View%20of%20Airplane%20Suspended%20in%20Tree%20(FAA)-Master.PDF - Engine Exam Report (NTSB) (item 7, .PDF, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40399311&FileExtension=.PDF&FileName=Engine%20Exam%20Report%20(NTSB)-Redacted.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.