# NTSB ERA17LA045: Cessna 150, N23473, Snow Hill, NC, November 10, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: November 10, 2016, 05:40 local (10:40 UTC) - Place: Snow Hill, NC - Coordinates: 35.41611, -77.813613 - Nearby events: https://openairdocs.org/map.md?lat=35.4161&lon=-77.8136&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: 2 uninjured - Status: Completed, report February 11, 2020 - 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): 94379 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA17LA045 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/94379/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=94379 - Page: https://openairdocs.org/ntsb/ERA17LA045 ## Probable cause The total loss of engine power for reasons that could not be determined because postaccident examination of the airplane did not reveal any evidence of preimpact mechanical malfunctions or failures 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 150H, 6 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2071818), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Terrain](https://openairdocs.org/ntsb-findings/03021000): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Cessna 150H, 2 cases](https://openairdocs.org/ntsb-findings/03021000/cases.md?model=2071818), [All aircraft, 267 cases](https://openairdocs.org/ntsb-findings/03021000/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 (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 150H, 10 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2071818), [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 150H, 13 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2071818), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-flare/touchdown: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Cessna 150H, 7 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=2071818), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The private pilot stated that he performed a preflight inspection of the airplane with no anomalies noted; the airplane had about 13 gallons of fuel. He departed on a personal cross-country flight and, about 35 minutes after takeoff while flying at 3,000 ft mean sea level, the engine suddenly lost total power. He immediately applied carburetor heat and left it activated for the remainder of the flight. His attempts to restore engine power were not successful. He turned toward a nearby airport but executed a forced landing in a field, during which the airplane nosed over. Postaccident examination of the airplane revealed an adequate supply of uncontaminated fuel, and examination of the engine and engine systems revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. Although the weather conditions were favorable for the formation of serious carburetor ice at cruise power setting, the pilot did not report a gradual reduction in power as would likely be expected with carburetor ice accrual over time at cruise power. Thus, the reason for the reported total loss of engine power could not be determined because postaccident examination of the airframe, engine, and engine systems did not reveal any evidence of mechanical anomalies that would have precluded normal operation. ## Factual narrative On November 10, 2016, about 0540 eastern standard time, a privately owned and operated Cessna 150H, N23473, nosed over during a forced landing in a field near Snow Hill, North Carolina. The private pilot and one passenger were not injured, and the airplane was substantially damaged. Visual meteorological conditions prevailed at the time and no flight plan was filed for the personal flight that was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight originated about 35 minutes earlier from Raleigh East Airport (W17), Knightdale, North Carolina, and was destined for Kinston Regional Jetport at Stallings Field (ISO), Kinston, North Carolina.The pilot stated that he performed a preflight inspection of the airplane and no discrepancies were reported. The flight departed with about 13 gallons of automotive fuel, and about 35 minutes after takeoff during cruise flight at 3,000 ft mean sea level, the engine suddenly lost power. He immediately applied carburetor heat which remained on, and about 1 to 2 times, the engine surged to full power but, "immediately died back off." Attempts to restore engine power were unsuccessful. He turned to fly to a nearby airport, but executed a forced landing in a field. While descending, he reported the propeller continued to windmill. After the nose landing gear contacted the ground, the airplane nosed over. Examination of the inverted airplane was performed the same day by a Federal Aviation Administration (FAA) inspector. The examination revealed no visible fuel in the left fuel tank, while fuel was found in the right fuel tank. The carburetor bowl contained a normal amount of uncontaminated fuel, and the inlet screen was clean. The float assembly moved easily with no binding noted. There were no marks on the float indicating it had been rubbing against the interior surface of the carburetor bowl. The needle valve and seat operated normally with no contamination or binding, and the venturi of the carburetor appeared satisfactory. The fuel strainer also contained a normal amount of uncontaminated fuel, as did the flexible fuel hose from the fuel strainer to the carburetor. Examination of the air induction and exhaust systems revealed no evidence of blockage. Engine control continuity was confirmed from the cockpit to each respective control in the engine compartment; the controls were properly rigged. The carburetor heat door was in the position to apply carburetor heat with no discrepancies noted. The magnetos which were tightly secured to the accessory case, were operated by hand actuation and produced spark at all ignition leads; the magnetos were retained for further examination. Inspection of the ignition system revealed the spark plugs were "…dark charcoal around the outer perimeter and a light gray to whitish on the ground and center electrodes, very slight carbon buildup in the recessed center electrode area was observed…." Operational testing and disassembly inspection of theignition switch revealed no discrepancies. Examination of the P-leads revealed the shielding of the left magneto was cracked, however, there was no path to ground for either p-lead. Crankshaft, camshaft, and valve train continuity was confirmed, and adequate oil supply remained. According to the pilot who was present for recovery, after the airplane was uprighted the same day, fuel began leaking from the left fuel vent line. He estimated that the left fuel tank contained about 4 to 5 gallons of fuel. Operational testing of the magnetos was performed at a FAA approved repair station; no evidence of preimpact failure or malfunction was noted. A surface weather observation at Wayne Executive Jetport Airport (GWW) at 0545, indicated the temperature and dewpoint were 07° and 04°C, respectively. The accident site was located about 110°and 8 nautical miles from GWW. According to Federal Aviation Administration (FAA) Special Airworthiness Information Bulletin (SAIB) CE-09-35 related to carburetor ice, the environmental conditions at the time were conducive for serious icing at cruise power. ## Aircraft - Registration: [N23473](https://openairdocs.org/aircraft/N23473), registered now, S/N 15068973, built 1968 (OpenAirDocs) - Reported make and model: CESSNA 150 (H) - 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: 15068973 - Year built: 1968 - Airframe hours: 5556.57 - Engines: CONT MOTOR O-200-A 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Utility - Last inspection: Annual, February 20, 2016 - Departed: W17, Knightdale, NC - Destination: ISO, Kinston, NC - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 31; injuries: none; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review May 9, 2016; seat: left; restraint: lap only; flight hours: 200.6 total, 172.6 in this make and model, 145.8 as pilot in command, 83.5 in the last 90 days, 30 in the last 30 days, 2.2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Not reported - Wind: 310° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 45 °F, dew point 39 °F - Altimeter: 30.12 inHg - Observed at: GWW, 8 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 20161110024309A](https://openairdocs.org/incident/20161110024309A), Nov 10, 2016: Cessna 150H, La Grange, NC, Substantial damage. Upon initial approach of the aircraft, a position of upside down was verified. Evidence of the nose wheel digging into the ground was confirmed by a rut… ## Docket (6 files) The files NTSB released with the investigation on October 1, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=94379. 4.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476375&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - FAA Inspector Statements (item 2, .PDF, 111 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476376&FileExtension=.PDF&FileName=FAA%20Inspector%20Statements-Master.PDF - Record of NTSB Conversations (item 3, .PDF, 161 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476378&FileExtension=.PDF&FileName=Record%20of%20NTSB%20Conversations-Master.PDF - Weather Reports and Records (item 4, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476380&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Investigative Photographs (item 5, .PDF, 6 photos, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476381&FileExtension=.PDF&FileName=Investigative%20Photographs-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15, and NTSB Evidence Control Form (item 6, .PDF, 101 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476384&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15,%20and%20NTSB%20Evidence%20Control%20Form-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.