# NTSB ERA17LA341: Cessna 162, N552ES, Huntsville, AL, September 28, 2017 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: September 28, 2017, 16:48 local (21:48 UTC) - Place: Huntsville, AL - Coordinates: 34.89722, -86.55722 - Nearby events: https://openairdocs.org/map.md?lat=34.8972&lon=-86.5572&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach: Fuel related](https://openairdocs.org/ntsb-events/190) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report April 30, 2019 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 96113 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA17LA341 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/96113/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=96113 - Page: https://openairdocs.org/ntsb/ERA17LA341 ## Probable cause The flight instructor’s failure to use carburetor heat, which resulted in the total loss of engine power due to carburetor icing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Cessna 162, 2 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=060005E), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/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 162, 1 case](https://openairdocs.org/ntsb-findings/01023020/cases.md?model=060005E), [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 · Instructor/check pilot (probable cause); cases with it: [Cessna 162, 3 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=060005E), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach: Fuel related](https://openairdocs.org/ntsb-events/190) (defining event); cases with it: [Cessna 162, 1 case](https://openairdocs.org/ntsb-events/190/sequence.md?model=060005E), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Approach: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Cessna 162, 2 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=060005E), [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 162, 3 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=060005E), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 162, 16 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=060005E), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis During an instructional flight, the student pilot and flight instructor were returning to the airport. While descending to traffic pattern altitude with the carburetor heat off, the student applied full power to level off, but the engine lost total power. The instructor took control of the airplane and pumped the throttle, which resulted in a brief surge of power, followed by a total loss of power. The instructor then performed a forced landing to a field, during which the airplane impacted trees, which resulted in substantial damage to the left wing and aileron, right wingtip, and the fuselage. Postaccident examination of the engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation, and during an engine test-run, the engine started and ran continuously at multiple power settings. The atmospheric conditions at the time of the accident were conducive to the accumulation of serious carburetor icing at glide power. Therefore, given the atmospheric conditions and that the instructor did not use carburetor heat, it is likely that the carburetor accumulated ice during the descent, which resulted in the total loss of engine power. ## Factual narrative On September 28, 2017, about 1648 eastern daylight time, a Cessna 162, N552ES, was substantially damaged during a forced landing following a total loss of engine power near Huntsville, Alabama. The flight instructor and student pilot were not injured. The instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that departed Huntsville Executive Airport (MDQ), Huntsville, Alabama.The flight instructor stated the preflight inspection, engine start, and taxi were normal. While returning to the airport they began an 80-knot descent from 3,000 ft mean sea level (msl) to traffic pattern altitude. When the student increased engine power to level off around 1,400 ft msl, "the engine died instantly." The flight instructor took control of the airplane and pumped the throttle which resulted in a brief surge of power, but did not restore full power to the engine. He performed a forced landing to a field, and after touchdown the airplane impacted trees. The two-seat, high-wing airplane was manufactured in 2013 and was equipped with a Continental O-200 series, 100-horsepower reciprocating engine. Its most recent 100-hour inspection was completed November 4, 2016. The flight instructor held airline transport pilot and flight instructor certificates, with ratings for airplane single and multiengine land, rotorcraft/helicopter, and glider. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued on June 23, 2017. He reported 3,463 total hours of flight experience, of which 11 were in the accident airplane make and model. Examination of the airplane after the accident by an FAA inspector revealed substantial damage to the left wing and aileron, right wingtip, and fuselage. The airframe fuel strainer, drain bowls, and engine fuel system components were absent of water, debris, or contamination, and contained fluid consistent with 100LL aviation fuel. The inspector attempted an engine start on the airframe utilizing the airplane's own battery and fuel system. The engine started and ran continuously at multiple power settings without interruption. A second engine test run was performed by the NTSB. The engine started immediately, accelerated smoothly, and ran continuously at multiple power settings without interruption. No evidence of any pre-impact mechanical malfunctions or failures of the engine was noted. At 1635, the weather reported at MDQ, about 2 miles south of the accident site, included wind from 100° at 7 knots, visibility 10 statute miles; clear skies; temperature 28° C, dew point 15° C, and altimeter 29.98 inches of mercury. An FAA carburetor icing probability chart indicated the temperature and dew point conditions were conducive to the formation of serious icing at glide power. Carburetor heat was not used during the descent. The pilot stated the airplane was equipped with acarburetor heat indicator, which measured the temperature at the throat of the carburetor. He stated the temperature did not drop below 72° F. The Cessna 162 Pilot Operating Handbook (POH) states, "The G3000 CARB °F indicator provides advisory information but does not replace the need to monitor engine condition and adjust carburetor heat or mixture as needed for safe engine performance." The POH further states that during descent, "Carburetor heat should be used as needed for engine roughness and applied before reducing power to prevent carburetor ice from forming during low power descent." The carburetor temperature indicator "tape display range is from 20 to 80°F and the digital indication range is from -40°F to 100°F. A yellow caution range is depicted from 5°F to 40°F." A note states, "Although carburetor ice is more likely to form at temperatures within the yellow band range, it can form at temperatures outside the yellow caution range. If engine roughness or unexplained RPM loss is encountered, full carburetor heat should be immediately applied." According to the FAA Pilot's Handbook of Aeronautical Knowledge, carburetor ice occurs due to the effect of fuel vaporization and the decrease in air pressure in the carburetor's venturi, which can cause a sharp temperature decrease in the carburetor. If water vapor in the air condenses when the carburetor temperature is at or below freezing, ice may form on the internal surfaces of the carburetor, including the throttle valve. This then restricts the flow of the fuel/air mixture and reduces engine power. Generally, the first indication of carburetor icing in an airplane with a fixed-pitch propeller is a decrease in engine rpm, which may be followed by engine roughness. Under certain conditions, carburetor ice can build unnoticed until power is added. The handbook further described that carburetor heat is an anti-icing system that preheats the air before it reaches the carburetor, and is intended to keep the fuel/air mixture above the freezing temperature to prevent the formation of carburetor ice. Carburetor heat can be used to melt ice that has already formed in the carburetor if the accumulation is not too great, but using carburetor heat as a preventative measure is the better option. ## Aircraft - Registration: [N552ES](https://openairdocs.org/deregistered/N552ES-2020-05-29), registration cancelled 2020-05-29, S/N 16200234, built 2013 (OpenAirDocs) - Reported make and model: CESSNA 162 - Registry model: [Cessna 162](https://openairdocs.org/model/cessna-162) (registry code 060005E) (OpenAirDocs) - Registry engine: [Continental O-200-D](https://openairdocs.org/engine/continental-o-200-d) (registry code 17409, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 16200234 - Year built: 2013 - Airframe hours: 656.5 - Engines: Continental O-200-D 100 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Airworthiness certificate: Special, Special light-sport (Special) - Last inspection: 100 hour, November 4, 2016 - Departed: MDQ, Huntsville, AL - Destination: MDQ, Huntsville, AL - Airport: MDQ, Huntsville Executive Airport T - Equipment: Stall warning system, Electronic primary flight display, Electronic multifunction display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 60; injuries: none; airline transport, commercial, private, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review July 9, 2016; seat: right; restraint: 3-point; flight hours: 3,463 total, 11 in this make and model, 854 as pilot in command, 25 in the last 90 days, 9 in the last 30 days, 2 in the last 24 hours - Student pilot; age 58; injuries: none; student; medical: class 3, with waivers/limitations; seat: left ## Weather - Conditions: Visual (VMC), Day - Wind: 10° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 59 °F - Altimeter: 29.97 inHg - Observed at: KMDQ, 2 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 20170928011319A](https://openairdocs.org/incident/20170928011319A), Sep 28, 2017: Cessna Aircraft Co 162, Huntsville, AL, Substantial damage. Pilot and student took off from mdq to practice maneuvers in a nearby designated practice area. After practicing multiple stalls and rolls, pilot instructed… ## Docket (6 files) The files NTSB released with the investigation on March 18, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=96113. 2.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 888 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471111&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Instructor and Student Statements (item 2, .PDF, 553 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471112&FileExtension=.PDF&FileName=Instructor%20and%20Student%20Statements-Master.PDF - Memorandum for Record - Telephone Interview, Flight Instructor (item 3, .PDF, 56 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471113&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20Telephone%20Interview,%20Flight%20Instructor-Master.PDF - Photo Array (item 4, .PDF, 2 photos, 443 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471114&FileExtension=.PDF&FileName=Photo%20Array-Master.PDF - POH Excerpt (item 5, .PDF, 24 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471115&FileExtension=.PDF&FileName=POH%20Excerpt-Master.PDF - FAA SAIB on Carburetor Icing Prevention (item 6, .PDF, 111 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471116&FileExtension=.PDF&FileName=FAA%20SAIB%20on%20Carburetor%20Icing%20Prevention-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.