# NTSB ERA16LA145: Cessna 175B, N8115T, Hurley, MS, April 2, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: April 2, 2016, 17:07 local (22:07 UTC) - Place: Hurley, MS - Coordinates: 30.675277, -88.430557 - Nearby events: https://openairdocs.org/map.md?lat=30.6753&lon=-88.4306&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report June 25, 2019 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 92953 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA16LA145 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92953/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92953 - Page: https://openairdocs.org/ntsb/ERA16LA145 ## Probable cause The mechanic's failure to identify and remove a plastic sheath covering a portion of the mixture control cable during an annual inspection, which prevented the proper securing of the mixture control cable and full travel of the control at the carburetor and subsequently led to the pilot's inability to properly control the mixture control lever at the carburetor and the resultant partial loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Inspection: scheduled/routine inspection](https://openairdocs.org/ntsb-findings/02061520): Personnel issues › Task performance · Maintenance personnel (probable cause); cases with it: [Cessna 175B, 1 case](https://openairdocs.org/ntsb-findings/02061520/cases.md?model=2072506), [All aircraft, 167 cases](https://openairdocs.org/ntsb-findings/02061520/cases.md) - [Maintenance/inspections: scheduled maint checks](https://openairdocs.org/ntsb-findings/01010520): Aircraft › Aircraft handling/service · Inadequate inspection (probable cause); cases with it: [Cessna 175B, 1 case](https://openairdocs.org/ntsb-findings/01010520/cases.md?model=2072506), [All aircraft, 76 cases](https://openairdocs.org/ntsb-findings/01010520/cases.md) - [Engine controls: mixture control](https://openairdocs.org/ntsb-findings/01057602): Aircraft › Aircraft power plant · Malfunction (probable cause); cases with it: [Cessna 175B, 1 case](https://openairdocs.org/ntsb-findings/01057602/cases.md?model=2072506), [All aircraft, 41 cases](https://openairdocs.org/ntsb-findings/01057602/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Cessna 175B, 3 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=2072506), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Enroute-cruise: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Cessna 175B, 1 case](https://openairdocs.org/ntsb-events/060/sequence.md?model=2072506), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 175B, 3 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2072506), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-landing roll: Landing gear collapse](https://openairdocs.org/ntsb-events/094); cases with it: [Cessna 175B, 1 case](https://openairdocs.org/ntsb-events/094/sequence.md?model=2072506), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) - [Landing-landing roll: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Cessna 175B, 2 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=2072506), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) - [Landing-landing roll: Part(s) separation from AC](https://openairdocs.org/ntsb-events/338); cases with it: [Cessna 175B, 1 case](https://openairdocs.org/ntsb-events/338/sequence.md?model=2072506), [All aircraft, 563 cases](https://openairdocs.org/ntsb-events/338/sequence.md) ## Analysis The commercial pilot was flying the airplane on a cross-country flight, which was the first flight after the completion of an annual inspection. The pilot reported that he noted no anomalies during the preflight inspection or engine run-up. After takeoff, the airplane proceeded toward the destination airport between 1,200 and 1,500 ft mean sea level. After levelling off, the pilot slowly leaned the fuel-to-air ratio. The pilot added that, subsequently, the engine rpm "abruptly" decreased from 2,900 to 1,200. The pilot promptly pushed the mixture control to full rich, but this did not restore power. He then twice advanced the throttle, which briefly increased the engine power before it reduced to idle power again. He informed an air traffic controller of the problem, and the controller then provided the pilot with radar vectors to a nearby airport. However, after realizing the airplane would be unable to reach the airport, the pilot chose to execute a forced landing in a field, during which the nose landing gear separated from the airplane. Examination of the engine compartment revealed that the mixture control in the cockpit was in the "full rich" position but that the mixture control lever at the carburetor was at the "idle cutoff" position. Movement of the mixture control in the cockpit resulted in the cable flexing rather than completely moving the mixture control lever at the carburetor, which was due to a plastic sheath that was covering a portion of the mixture control cable; the sheath prevented the cable from being properly secured and also prevented the full movement of the mixture control lever at the carburetor. The plastic sheath was not a part specified in the airplane's parts catalog. During engine test-runs, the engine operated satisfactorily when the mixture control lever at the carburetor was in the "full-rich" position. Given that no other issues were identified during the postaccident test-run, it is likely that the plastic sheath's preventing the proper securing of the mixture control cable and full travel of the control at the carburetor led to the pilot's inability to properly control the mixture control lever at the carburetor and the subsequent partial loss of engine power. Although the mechanic who performed the last inspection indicated that he checked the mixture control for full travel and noted no discrepancies with the mixture control cable, he failed to detect the plastic sheath covering a portion of the mixture control cable, which prevented adequate securing of the cable. ## Factual narrative On April 2, 2016, about 1707 central daylight time, a privately owned and operated Cessna 175B, N8115T, was substantially damaged during a forced landing to a field near Hurley, Mississippi. The commercial pilot, the sole occupant was not injured. Visual meteorological conditions prevailed at the time and no flight plan was filed for the personal flight that was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight originated about 7 minutes earlier from Mobile Regional Airport (MOB), Mobile, Alabama, and was destined for Slidell Airport (ASD), Slidell, Louisiana.The pilot noted no discrepancies during his preflight inspection or engine-run up in advance of the first flight after completion of an annual inspection that was completed the day before. After takeoff, while in contact with air traffic control, the pilot climbed to between 1,200 and 1,500 feet mean sea level (msl) and after levelling off, he slowly leaned the fuel to air ratio. After moving the mixture control about 1/4 to 1/2 inch, the engine rpm "abruptly" decreased from 2,900 to 1,200. He promptly pushed the mixture control full-in, but that action did not restore engine power. He twice advanced the throttle fully forward, and the engine power briefly increased, before again falling back to idle. When the flight descended below 1,000 feet msl, he informed the controller of the situation and was provided with radar vectors to a nearby private airport. With insufficient altitude available to glide to the airport and inadequate power to sustain flight, he maneuvered the airplane for a forced landing to a field. During the landing roll the nose landing contacted the upslope portion of a ditch, causing the nose landing gear to separate from the airplane. The airplane then slid about 100 feet, and came to rest upright in a nose-low/tail-high attitude. The pilot then exited the airplane, provided his mechanic the location coordinates, and rescue services were dispatched. The pilot was taken to a nearby hospital and while there, he and the mechanic who performed the last inspection discussed the possible causes of the loss of engine power. During that conversation, the pilot reported being advised by the mechanic that during an engine run, the engine had lost power quickly during manipulation of the mixture control. The pilot did not question the mechanic on that detail at that time. Examination of the airplane by a Federal Aviation Administration inspector revealed the mixture control in the cockpit was in the full rich position but was idle cut-off position at the carburetor. The mixture control was pulled out but this action did not cause complete movement of the mixture control lever at the carburetor. The mixture control in the cockpit was pushed in, and the mixture lever at the carburetor only travelled half the distance of full travel. Further examination of the mixture control cable revealed a plastic sheath covered the cable between the mixturecontrol lever at the carburetor and a baffle located aft of the engine. The sheath covered the cable in an area that was secured by a clamp attached near the mixture control lever at the carburetor. Following recovery of the airplane, further examination of the mixture control cable revealed it and the plastic sheath covering it were loose within a clamp near the carburetor, and no rubber grommets within the clamp were noted. The mixture lever in the cockpit was moved from full lean to full rich, but the mixture control lever at the carburetor only moved a fraction of an inch and flexing of the mixture control cable was noted. In advance of an engine run, fuel that was drained from the wings was plumbed directly to the fuel line at the left wing root and the mixture control in the cockpit was place in the full rich position. The engine was started and the mixture control in the cockpit was moved toward the lean position, but the engine began to lose power. The mixture control in the cockpit was pushed to full rich but the engine lost power. In advance of a second test run, the plastic sheath and mixture control cable were placed inside the clamp near the carburetor, and the clamp was tightened. The mixture control in the cockpit was placed in the full rich position, and the engine was started. The mixture control in the cockpit was leaned and the sheath came out of the clamp and the engine again lost power. In advance of the final test run, the mixture lever at the carburetor was fixed in the full-rich position. The engine started uneventfully and was operated to 1,800 rpm where normal rpm drop during magneto checks were noted. Engine operation at a higher rpm was not performed due to safety concerns. No anomalies were noted with the engine during the engine run with the mixture control fixed in the full-rich position. A review of the Illustrated Parts Catalog revealed no listing for plastic sheathing to cover the mixture control cable. The 100-hour inspection checklist utilized by the mechanic specified an inspection of the engine controls and linkage for security, proper rigging, and binding. The mechanic indicated that during his inspection of the mixture control he noted it moved full travel but did not move as far as he was accustomed. He also indicated that he twice ran the engine during post maintenance checks and was able to lean and secure the engine using the mixture control with no issues. ## Aircraft - Registration: [N8115T](https://openairdocs.org/aircraft/N8115T), registered now, S/N 17556815 (OpenAirDocs) - Reported make and model: CESSNA 175B (B) - Registry model: [Cessna 175B](https://openairdocs.org/model/cessna-175b) (registry code 2072506) (OpenAirDocs) - Category: Airplane - Serial number: 17556815 - Year built: 1960 - Airframe hours: 2989.6 - Engines: Teledyne Continental GO-300-D 175 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 1, 2016 - Departed: MOB, Mobile, AL - Destination: ASD, Slidell, LA - Equipment: Stall warning system, Electronic flight bag or handheld device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 25; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane, helicopter; medical: class 3, without waivers/limitations; last flight review June 29, 2015; seat: left; restraint: lap only; flight hours: 400 total, 45 in this make and model, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 340° at 15 knots, gusting 20 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F, dew point 36 °F - Altimeter: 30.00 inHg - Observed at: MOB, 10 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 20160402003349A](https://openairdocs.org/incident/20160402003349A), Apr 2, 2016: Cessna 175B, Lucedale, MS, Substantial damage. Pilot reported that on the afternoon of April 2, 2016 shortly after takeoff on rwy 33 from (kmob) mobile in route to (kasd) slidell about 10 minutes into the… ## Docket (14 files) The files NTSB released with the investigation on April 22, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92953. 10.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472111&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Statement from Pilot (item 2, .PDF, 142 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472112&FileExtension=.PDF&FileName=Statement%20from%20Pilot-Master.PDF - Witness Statement (item 3, .PDF, 201 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472113&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - Weather Reports and Records (item 4, .PDF, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472114&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Record of NTSB Conversations (item 5, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472115&FileExtension=.PDF&FileName=Record%20of%20NTSB%20Conversations-Master.PDF - Statement from Mechanic (item 6, .PDF, 102 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472116&FileExtension=.PDF&FileName=Statement%20from%20Mechanic-Master.PDF - FAA Inspector Statement (item 7, .PDF, 418 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472117&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - Excerpts from Maintenance Records and Annual Inspection Work Order (item 8, .PDF, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472118&FileExtension=.PDF&FileName=Excerpts%20from%20Maintenance%20Records%20and%20Annual%20Inspection%20Work%20Order-Master.PDF - Excerpts From Service Manual Provided by Mechanic (item 9, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472119&FileExtension=.PDF&FileName=Excerpts%20From%20Service%20Manual%20Provided%20by%20Mechanic-Master.PDF - Excerpts from Illustrated Parts Catalog (item 10, .PDF, 262 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472120&FileExtension=.PDF&FileName=Excerpts%20from%20Illustrated%20Parts%20Catalog-Master.PDF - Excerpt from Service Manual Regarding Engine Controls (item 11, .PDF, 158 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472121&FileExtension=.PDF&FileName=Excerpt%20from%20Service%20Manual%20Regarding%20Engine%20Controls-Master.PDF - Mixture Control Cable and Engine Run Examination Notes/Report (item 12, .PDF, 4 photos, 369 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472122&FileExtension=.PDF&FileName=Mixture%20Control%20Cable%20and%20Engine%20Run%20Examination%20Notes%2FReport-Master.PDF - Investigative Photographs (item 13, .PDF, 4 photos, 685 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472123&FileExtension=.PDF&FileName=Investigative%20Photographs-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 14, .PDF, 237 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472124&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-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.