# NTSB ERA14LA050: Cessna 170, N4216V, Ridgely, MD, October 8, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 8, 2013, 10:30 local (14:30 UTC) - Place: Ridgely, MD - Coordinates: 38.970001, -75.866386 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.9700&lon=-75.8664&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern downwind: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report February 4, 2015 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 88482 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA14LA050 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/88482/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=88482 - Page: https://openairdocs.org/ntsb/ERA14LA050 ## Probable cause A total loss of engine power for reasons that could not be determined based on the available evidence. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Cessna 170, 2 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2072302), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Inspection: scheduled/routine inspection](https://openairdocs.org/ntsb-findings/02061520): Personnel issues › Task performance · Owner/builder; cases with it: [Cessna 170, 1 case](https://openairdocs.org/ntsb-findings/02061520/cases.md?model=2072302), [All aircraft, 167 cases](https://openairdocs.org/ntsb-findings/02061520/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern downwind: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 170, 3 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2072302), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 170, 7 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2072302), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis The airplane had not been flown for about 8 months. Before departing to practice landings at the airport, the pilot/owner added aviation gasoline to the airplane's fuel tanks, which also contained automotive gasoline that had been added about 6 to 8 months previously. While on the downwind leg of the traffic pattern, the airplane experienced a sudden, total loss of engine power. The pilot was not able to restart the engine or land on the runway, so he performed a forced landing to a field. During the landing, the airplane struck a ditch and sustained substantial damage to the fuselage. The airplane had been operated for about 6 hours since its most recent documented annual inspection, which was performed about 3 years before the accident. The pilot reported that he found water in the airplane's fuel system the day before the accident but that fuel samples taken before the flight were not contaminated. Examination of the engine did not reveal evidence of any catastrophic engine malfunction; however, at the time of the examination, the engine and wings had been removed from the fuselage, which precluded an examination of the airplane's fuel system. ## Factual narrative On October 8, 2013, about 1030 eastern daylight time, a Cessna 170, N4216V, operated by a private individual, was substantially damaged during a forced landing, after it experienced a total loss of engine power while on approach to Ridgely Airpark (RJD), Ridgely, Maryland. The private pilot was not injured. Visual meteorological conditions prevailed and no flight plan had been filed for the local personal flight that was conducted under the provisions of 14 Code of Federal Regulations Part 91. According to a Federal Aviation Administration (FAA) inspector, the airplane had not been flown for about 8 months prior to the accident. On the morning of the accident flight, the pilot/owner added 100-low-lead aviation gasoline to the airplane's fuel tanks, which also contained automotive gasoline that was added 6 to 8 months prior, and brought the total fuel on board to 18 gallons. During his preflight inspection, the pilot noted water in the fuel while sumping the fuel tanks. The pilot subsequently departed RJD without incident and intended to practice landings at the airport. While flying on the downwind leg of the traffic pattern for runway 30, a 3,214-foot-long, asphalt runway, the airplane experienced a sudden, total loss of engine power. The pilot was not able to restart the engine or land on the runway, and performed a forced landing to a soybean field. During the landing, the airplane struck a ditch and sustained substantial damage to the fuselage. In a follow-up statement, the pilot reported that he found water in the airplane's fuel system on the day prior to the accident, and that fuel samples taken prior to the flight were absent of contamination. The four-seat, high-wing, conventional gear airplane was manufactured 1948, and was equipped with a Continental Motors C145-2, 145-horsepower engine. The accident occurred during the United States Federal Government shutdown, which took place from October 1-16, 2013. Examination of the airplane by an FAA inspector was performed on November 26, 2013. At that time, the engine and wings had been removed from the fuselage and the inspector was not able to inspect the airplane's fuel system. Examination of the engine did not reveal evidence of any catastrophic engine malfunctions. The inspector also noted that the airplane's most recent annual inspection was performed during January 2011. The airplane had been operated for about 6 hours since the annual inspection. At the time of the accident, the engine had been operated for 3,223 hours since new, and 434 hours since it was overhauled. The pilot reported 3,660 hours of total flight experience, which included about 1,220 hours in single-engine airplanes; of which 44 hours were in the same make and model as the accident airplane. A weather observation taken at 1053, at an airport that was located about 15 miles northeast of the accident site included winds from 30 degrees at knots, a temperature of 17 degrees Celsius (C), and a dew point of 9 degrees C.Review of an FAA carburetor icing envelope placed the reported temperature and dew point in the "serious icing (glide power)" area of the chart. ## Aircraft - Registration: [N4216V](https://openairdocs.org/deregistered/N4216V-2018-02-13), registration cancelled 2018-02-13, S/N 18572, built 1948 (OpenAirDocs) - Reported make and model: CESSNA 170 - Registry model: [Cessna 170](https://openairdocs.org/model/cessna-170) (registry code 2072302) (OpenAirDocs) - Registry engine: [Continental C145 series](https://openairdocs.org/engine/continental-c145-series) (registry code 17012, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18572 - Year built: 1948 - Airframe hours: 2971 - Engines: CONT MOTOR C145 SERIES 145 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 2, 2011, 6 hours before - Departed: RJD, Ridgely, MD - Destination: RJD, Ridgely, MD - Airport: RJD, Ridgely Airpark, runway 30, 3,214 × 50 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 69; injuries: none; commercial, private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane, helicopter; medical: class 3, with waivers/limitations; last flight review April 10, 2013; seat: left; restraint: lap only; flight hours: 3,660 total, 44 in this make and model, 2,353 as pilot in command, 1 in the last 90 days, 1 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 30° at 11 knots - Visibility: 10 statute miles - Lowest ceiling: 15,000 ft broken - Temperature: 63 °F, dew point 48 °F - Altimeter: 30.29 inHg - Icing: Unknown - Turbulence: Unknown - Observed at: ESN, 14 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 20131008023699A](https://openairdocs.org/incident/20131008023699A), Oct 8, 2013: Cessna 170, Ridgely, MD, Substantial damage. Pilot stated he was going to conduct touch and goes at Ridgely airpark, MD. He conducted a normal preflight but after takeoff experienced engine failure. Made… ## Other investigations on N4216V (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 CHI94LA332](https://openairdocs.org/ntsb/CHI94LA332), Sep 18, 1994: Cessna 170 (N4216V), St. Anne, IL, substantial damage. Probable cause: ENGINE FAILURE DUE TO AN INADEQUATELY RECONDITIONED CYLINDER. - [NTSB UNK64X2302](https://openairdocs.org/ntsb/UNK64X2302), Jun 15, 1964: Cessna 150 (N4216V), Sanger, CA, substantial damage ## Docket (6 files) The files NTSB released with the investigation on December 30, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=88482. 1.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40406983&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - FAA Inspector Statement and Pilot Memorandum (item 2, .PDF, 211 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40406992&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement%20and%20Pilot%20Memorandum-Redacted.PDF - Annual Inspection Logbook Entry (Provided by FAA) (item 3, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40406991&FileExtension=.PDF&FileName=Annual%20Inspection%20Logbook%20Entry%20(Provided%20by%20FAA)-Redacted.PDF - Weather Observations (item 4, .PDF, 23 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40406985&FileExtension=.PDF&FileName=Weather%20Observations-Master.PDF - FAA Carburetor Icing Probability Chart (item 5, .PDF, 255 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40406986&FileExtension=.PDF&FileName=FAA%20Carburetor%20Icing%20Probability%20Chart%20-Master.PDF - Photograph 1 – Post-Accident View of the Aft Fuselage Damage (Courtesy of the FAA) (item 6, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420435&FileExtension=.PDF&FileName=Photograph%201%20%E2%80%93%20Post-Accident%20View%20of%20the%20Aft%20Fuselage%20Damage%20(Courtesy%20of%20the%20FAA)-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.