# NTSB ERA16LA300: Cessna 150, N9230U, Littleton, MA, August 19, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 19, 2016, 13:49 local (17:49 UTC) - Place: Littleton, MA - Coordinates: 42.523887, -71.491668 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.5239&lon=-71.4917&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report November 15, 2018 - 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): 93901 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA16LA300 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/93901/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=93901 - Page: https://openairdocs.org/ntsb/ERA16LA300 ## Probable cause A total loss of engine power during descent for reasons that could not be determined because postaccident examination of the airframe and engine revealed no anomalies that would have precluded normal operation. ## 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 150M, 8 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2071830), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/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); cases with it: [Cessna 150M, 14 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=2071830), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 150M, 20 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2071830), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490); cases with it: [Cessna 150M, 4 cases](https://openairdocs.org/ntsb-events/490/sequence.md?model=2071830), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md) ## Analysis The student pilot was conducting a solo cross-country flight and filled the airplane's fuel tanks before departing on the first leg of the flight. While descending from 4,500 ft mean sea level approaching the destination airport, engine power decreased from 2,500 to 1,300 rpm. The student advanced the mixture to full rich and applied carburetor heat; however, there was no change in engine performance. Soon after, the engine experienced a total loss of power and the student performed a forced landing to a field. About 10 gallons of fuel were drained from the airplane during recovery. Examination of the airframe and engine did not reveal any evidence of preaccident mechanical malfunction or abnormalities. A review of a carburetor icing chart revealed that the atmospheric conditions at the time of the accident were conducive to icing at glide and cruise power; however, since engine performance did not improve after the application of carburetor heat, it is unlikely that the loss of engine power was the result of carburetor ice. ## Factual narrative On August 19, 2016, at 1349 eastern daylight time, a Cessna 150M, N9230U, was substantially damaged when it impacted trees and terrain during a forced landing near Littleton, Massachusetts. The student pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the solo instructional flight that was operated under the provisions of Title 14 Code of Federal Regulations Part 91. The flight departed from Sanford Seacoast Regional Airport (SFM), Sanford, Maine, with the intended destination of Minute Man Air Field (6B6), Stow, Massachusetts.According to the student pilot, he was on a solo cross-country flight and topped-off the fuel tanks with 100 low lead aviation fuel prior to departing on the first leg of the flight. He departed 6B6, landed at Laconia Municipal Airport (LCI), Laconia, New Hampshire, and then continued to SFM. After departing SFM, while in a cruise descent from 4,500 feet mean sea level (msl) on a 4 mile straight-in approach to runway 21 to 6B6, the engine lost partial power when the rpm decreased from 2,500 to 1,300 rpm around 2,500 feet msl. The student thought he could make it to the runway, but then began searching for a field to perform a forced landing. He located a field, turned toward it, and then began troubleshooting the engine. The student pilot advanced the mixture to full rich and applied carburetor heat; however, there was no change in the engine performance. As he was about to turn onto the final leg of the traffic pattern to the field, about 800 feet msl, the engine lost total power. The pilot landed the airplane in the selected field, which was about 300 feet msl, it impacted a stone wall and trees, and then came to rest in the upright position. According to the flight instructor, the student pilot received his student pilot certificate in September 2014. His most recent third-class medical certificate was issued on September 18, 2014. At the time of the accident, he had accumulated 73 hours of total flight time, of which 51 hours were in the same make and model as the accident airplane and 11 hours were as pilot-in-command. According to Federal Aviation Administration records, the airplane was manufactured in 1976, issued an airworthiness certificate in May 2015, and was registered a flight school. In addition, it was equipped with a Lycoming O-200 series, 100-horsepower engine. According to the flight instructor, a 100-hour inspection was performed on the airplane August 4, 2016, at a total time of 8,216.4 hours, and a tach time of 969 hours. At the time of the accident, the tachometer indicated 986.8 hours. Examination of the airplane revealed that both wings were partially separated from the fuselage and the leading edges were impact damaged. The engine was examined and fuel was noted in the carburetor bowl. The fuel was free of water and debris. The rocker arm covers were removed and no anomalies were noted. Crankshaft and valve train continuity was confirmed from thepropeller to the accessory section of the engine by rotating the propeller. In addition, evidence of compression was observed on all cylinders. The magnetos produced spark on all towers, the spark plugs exhibited normal wear, and were in "new condition." During the recovery, about 10 gallons of fuel were drained from the airplane. The reported weather around the time of the accident at Laurence G Hanscom Field (BED), Bedford, Massachusetts, which was located 10 miles east of the accident location, indicated wind from 330° at 4 knots, 10 miles visibility, few clouds at 6,000 feet above ground level (agl), temperature 31° C, dew point 13° C, and an altimeter setting of 29.90 inches of mercury. The carburetor icing probability chart from Federal Aviation Administration (FAA) Special Airworthiness Information Bulletin (SAIB): CE-09-35 Carburetor Icing Prevention, June 30, 2009, shows a probability of icing at glide and cruise power at the temperature and dew point reported at the time of the accident. According to the NTSB Pilot/Operator Report that was filed by the flight instructor, under the mechanical malfunction/failure section of the report it stated that the "engine fail[ed] due to carb[uretor] ice." ## Aircraft - Registration: [N9230U](https://openairdocs.org/deregistered/N9230U-2018-10-23), registration cancelled 2018-10-23, S/N 15078180, built 1976 (OpenAirDocs) - Reported make and model: CESSNA 150 (M) - Registry model: [Cessna 150M](https://openairdocs.org/model/cessna-150m) (registry code 2071830) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15078180 - Year built: 1976 - Airframe hours: 8216.4 - Engines: CONT MOTOR O-200-A-48 100 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Aptis Aviation - Registered owner: Aptis Aviation - Airworthiness certificate: Standard, Normal; Standard, Utility - Last inspection: Annual, August 4, 2016, 18 hours before - Departed: SFM, Sanford, ME - Destination: 6B6, Stow, MA - Flight plan: VFR - Airport: 6B6, Minute Man Air Field - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 18; injuries: none; student; medical: class 3, without waivers/limitations; seat: left; restraint: 3-point; flight hours: 73.5 total, 50.9 in this make and model, 11.3 as pilot in command, 5.5 in the last 90 days, 5.5 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 330° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 88 °F, dew point 55 °F - Altimeter: 29.89 inHg - Observed at: BED, 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 20160819024279A](https://openairdocs.org/incident/20160819024279A), Aug 19, 2016: Cessna 150M, Littleton, MA, Destroyed. Student pilot was returning from his solo long cross country flight. 4.5 miles from minute man field the aircraft experienced a loss of power from 2500 RPM to… ## Other investigations on N9230U (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 CHI77DEC12](https://openairdocs.org/ntsb/CHI77DEC12), Feb 8, 1977: Cessna 150 (N9230U), Romeo, MI, substantial damage ## Docket (7 files) The files NTSB released with the investigation on August 27, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=93901. 3.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466005&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - FAA Record of Conversation with Pilot and Operator (item 2, .PDF, 296 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466006&FileExtension=.PDF&FileName=FAA%20Record%20of%20Conversation%20with%20Pilot%20and%20Operator-Master.PDF - Excerpts from Local Law Enforcement Report (item 3, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466007&FileExtension=.PDF&FileName=Excerpts%20from%20Local%20Law%20Enforcement%20Report-Master.PDF - Memorandum of Record - FAA Inspector (item 4, .PDF, 128 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466008&FileExtension=.PDF&FileName=Memorandum%20of%20Record%20-%20FAA%20Inspector-Master.PDF - Most Recent Maintenance Inspection (item 5, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466009&FileExtension=.PDF&FileName=Most%20Recent%20Maintenance%20Inspection-Master.PDF - Weather Reports and Records (item 6, .PDF, 146 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466010&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Carburetor Icing Probability Chart (item 7, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466011&FileExtension=.PDF&FileName=Carburetor%20Icing%20Probability%20Chart-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.