# NTSB ERA15LA165: Cessna 150, N8254S, Masscotte, FL, March 20, 2015 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: March 20, 2015, 08:30 local (12:30 UTC) - Place: Masscotte, FL - Coordinates: 28.662776, -81.882499 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=28.6628&lon=-81.8825&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report February 17, 2016 - 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): 90901 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA15LA165 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/90901/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=90901 - Page: https://openairdocs.org/ntsb/ERA15LA165 ## Probable cause The pilot's failure to use carburetor heat during the flight while operating in conditions conducive to carburetor icing, which resulted in a total loss of engine power due to carburetor icing. Contributing to the accident was the pilot's decision to take off in low visibility conditions, which precluded him from being able to locate a suitable emergency landing area. ## 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 · Pilot (probable cause); cases with it: [Cessna 150F, 2 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=2071814), [All aircraft, 792 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md) - [Info processing/decision: identification/recognition](https://openairdocs.org/ntsb-findings/02041510): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 150F, 4 cases](https://openairdocs.org/ntsb-findings/02041510/cases.md?model=2071814), [All aircraft, 559 cases](https://openairdocs.org/ntsb-findings/02041510/cases.md) - [Engine fuel and control: fuel control/carburetor](https://openairdocs.org/ntsb-findings/01057322): Aircraft › Aircraft power plant · Incorrect use/operation (probable cause); cases with it: [Cessna 150F, 2 cases](https://openairdocs.org/ntsb-findings/01057322/cases.md?model=2071814), [All aircraft, 195 cases](https://openairdocs.org/ntsb-findings/01057322/cases.md) - [Ice/rain protection system: intake anti-ice, deice](https://openairdocs.org/ntsb-findings/01023020): Aircraft › Aircraft systems · Not used/operated (probable cause); cases with it: [Cessna 150F, 2 cases](https://openairdocs.org/ntsb-findings/01023020/cases.md?model=2071814), [All aircraft, 108 cases](https://openairdocs.org/ntsb-findings/01023020/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 150F, 5 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=2071814), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [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 150F, 7 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=2071814), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 150F, 12 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2071814), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Ceiling/visibility/precip: below VFR minima](https://openairdocs.org/ntsb-findings/03035075): Environmental issues › Conditions/weather/phenomena · Effect on personnel (probable cause); cases with it: [Cessna 150F, 1 case](https://openairdocs.org/ntsb-findings/03035075/cases.md?model=2071814), [All aircraft, 184 cases](https://openairdocs.org/ntsb-findings/03035075/cases.md) - [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Cessna 150F, 7 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=2071814), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Cessna 150F, 12 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2071814), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 150F, 14 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2071814), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) (defining event); cases with it: [Cessna 150F, 5 cases](https://openairdocs.org/ntsb-events/490/sequence.md?model=2071814), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md) ## Analysis The noninstrument-rated private pilot reported that he took off in the airplane and that the engine lost power about 1,500 ft above ground level. He subsequently conducted a forced landing in woods about 1/2 mile from the airport, which resulted in substantial damage to the fuselage, empennage, and both wings. Witnesses reported hearing the airplane depart the airport but not seeing it because the visibility was limited due to fog in the area. Following the accident, a witness talked to the pilot. He stated that the pilot told him that, after the airplane departed the airport, the engine "sputtered, came back up, and then quit." Further, the pilot reported to a local mechanic that he did not use carburetor heat during the flight. The pilot reported no preimpact mechanical malfunctions or failures with the airplane, and a postaccident engine examination revealed no anomalies that would have precluded normal operation. Examination of the wreckage revealed that the engine had been operating on automotive gasoline. Weather conditions at the time of the accident were conducive to the accumulation of serious carburetor icing at glide power, and carburetor icing is more likely to form when an engine is operating on automotive gasoline. Further, the pilot reported that the engine "sputtered," which is consistent with how an engine sounds when carburetor ice has accumulated, and that he did not use carburetor heat during the approximate 15-minute flight. Therefore, it is likely that the airplane lost total engine power due to carburetor icing. Instrument meteorological conditions prevailed near the accident site at the time of the accident, and visibility was about 1/4 mile due to fog. Further, the airport was surrounded by farmland and pastures, and the airplane impacted a stand of trees. Therefore, it is likely that the weather conditions precluded the pilot from being able to locate a suitable emergency landing area. ## Factual narrative On March 20, 2015, about 0830 eastern daylight time, a Cessna 150F, N8254S, experienced a total loss of engine power near Grass Roots Airpark (06FD), Masscotte, Florida. The non-instrument rated private pilot subsequently made an off airport forced landing to a wooded area and was not injured. The airplane sustained substantial damage to both wings, empennage, and fuselage. Instrument meteorological conditions prevailed and no flight plan was filed for the flight destined for Kissimmee Gateway Airport (ISM), Orlando, Florida. The airplane was operated by a private individual under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight, which departed about 0815.According to a witness, the airplane taxied to the end of the runway 36 and visibility was limited due to the fog in the area. Then he heard the airplane depart the airport to the north about 0815. Following the accident, the witness talked to the pilot and stated that the pilot told him that after he departed the airport, the engine "sputtered, came back up, and then quit." According to another witness, the pilot stated he unsuccessfully attempted to restart the engine. Subsequently, the airplane landed in woods about a half mile from the airport. When questioned by a local mechanic after the accident, the pilot reported that he did not use carburetor heat during the accident flight. According to the Pilot/Operator Aircraft Accident/Incident Report (NTSB form 6120.1/2), the pilot indicated that the engine lost total power about 1,500 feet above ground level and that there were no mechanical malfunctions or failures with the airplane that would have precluded operation. However, he did not complete the narrative section of the report. According to the pilot, he held private pilot certificate with a rating for airplane single-engine land. The pilot did not hold an instrument rating. He held a Federal Aviation Administration (FAA) third-class medical certificate that was issued on December 1, 2012, with a limitation of "must wear corrective lenses." He reported 2,400 total hours of flight time, of which, 400 were in the same make and model as the accident airplane. According to FAA records, the airplane, manufactured in 1965, was registered to the pilot/owner in 2012. It was equipped with a Continental Motors O-200-A, 100-hp engine. According to the pilot, the most recent annual inspection was completed on March 16, 2014, and at that time, the airplane had accumulated 3,513.8 hours in-service. Examination of the wreckage by a FAA inspector revealed that the airplane landed in a wooded area about a half-mile northeast of the runway. The left fuel tank was ruptured and an undetermined amount of automobile gas was draining from the tank. In addition, the right fuel tank was not ruptured and it contained an undetermined amount of automobile gas. Examination of the engine revealed that engine continuity and thumb compression was confirmed on all cylinders by rotatingthe crankshaft. Both magnetos were tested, sparked on all towers, and no anomalies were noted. The spark plugs were removed from the cylinders, were light grey in color, and no anomalies were noted. The carburetor was fractured from the engine; but, examination of it revealed no anomalies. The fuel inlet screen was removed from the carburetor and no debris was noted. The airport was privately owned at the time of the accident and did not have a control tower. There was one runway designated as 18/36. The turf runway was 3,400 feet long and 120 feet wide. The airport was about 105 feet above mean sea level and was surrounded by open pasture and farmland. The 0835 recorded weather observation at Leesburg International Airport (LEE) , Leesburg, Florida, located approximately 11 miles to the north of the accident location, included calm wind, visibility less than one-quarter of a mile, fog, vertical visibility 200 feet, temperature 21 degrees C, dew point 21 degrees C; barometric altimeter 30.08 inches of mercury. The carburetor icing probability chart from FAA Special Airworthiness Information Bulletin (SAIB): CE-09-35 Carburetor Icing Prevention, June 30, 2009, shows a probability of serious icing at glide power at the temperature and dew point reported at the time of the accident. According to "The Use of Automobile Gasoline (MOGAS) in Aviation," a publication produced by Transport Canada, it stated that "the likelihood of carb icing while flying on mogas is higher. Although the severity of the carb icing and the methods to deal with it are similar for both Avgas and Mogas, its onset is likely to occur at higher ambient temperatures and a lower humidity with Mogas. In other words, conditions under which a pilot may feel there is only a slight risk for carb icing on Avgas may in fact be ideal for the formation of ice while using more volatile Mogas. This will result in the need to select 'carb heat on' in less severe icing conditions and for a longer duration while using Mogas." ## Aircraft - Registration: [N8254S](https://openairdocs.org/deregistered/N8254S-2016-05-23), registration cancelled 2016-05-23, S/N 15061854, built 1965 (OpenAirDocs) - Reported make and model: CESSNA 150 (F) - Registry model: [Cessna 150F](https://openairdocs.org/model/cessna-150f) (registry code 2071814) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15061854 - Year built: 1965 - Airframe hours: 3513.8 - Engines: CONT MOTOR O-200 SERIES 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: M Air Zedt Corporation - Registered owner: M Air Zedt Corporation - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 16, 2014 - Departed: 06FD, Masscotte, FL - Destination: ISM, Kissimmee, FL - Airport: 06FD, Grass Roots Airpark - Equipment: Unknown ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 61; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review January 31, 2014; seat: left; flight hours: 2,400 total, 400 in this make and model, 30 in the last 90 days, 5 in the last 30 days ## Weather - Conditions: Instrument (IMC), Day - Wind: 240° at 3 knots - Lowest ceiling: 200 ft indefinitevv - Temperature: 70 °F, dew point 70 °F - Altimeter: 30.07 inHg - Observed at: LEE, 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 20150320002859A](https://openairdocs.org/incident/20150320002859A), Mar 20, 2015: Cessna 150F, Groveland, FL, Substantial damage. Witnesses stated aircraft took off in fog. Other witnesses stated engine began to run rough and quit. Aircraft landed in trees. Wx klee: 201059Z 0000KT 3/4 br… ## Other investigations on N8254S (1) 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 CHI66F0452](https://openairdocs.org/ntsb/CHI66F0452), Nov 24, 1965: Cessna 150 (N8254S), Vandalia, OH, substantial damage ## Docket (7 files) The files NTSB released with the investigation on January 6, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=90901. 1.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 394 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40435400&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Pilot Interview Summary (item 2, .PDF, 169 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40435401&FileExtension=.PDF&FileName=Pilot%20Interview%20Summary-Master.PDF - FAA Inspector Statement (item 3, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40435402&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - FAA Inspector Statement - Engine Examination (item 4, .PDF, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40435403&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement%20-%20Engine%20Examination-Master.PDF - Weather Reports and Records (item 5, .PDF, 299 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40435404&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - FAA Carburetor Icing Probablility Chart (item 6, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40435405&FileExtension=.PDF&FileName=FAA%20Carburetor%20Icing%20Probablility%20Chart-Master.PDF - Photo Array (item 7, .PDF, 699 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40435406&FileExtension=.PDF&FileName=Photo%20Array-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.