# NTSB ERA18TA255: Calvin Nate H Velocity STD RG E, N67WR, Kingsport, TN, September 20, 2018 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Final report - Date: September 19, 2018, 20:10 local (Sep 20, 2018, 00:10 UTC) - Place: Kingsport, TN - Coordinates: 36.482223, -82.399719 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=36.4822&lon=-82.3997&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-IFR final approach: Fuel related](https://openairdocs.org/ntsb-events/190) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report November 19, 2019 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/ FSDO - NTSB case key (mKey): 98327 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA18TA255 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/98327/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=98327 - Page: https://openairdocs.org/ntsb/ERA18TA255 ## Probable cause The pilot's failure to use carburetor heat in conditions conducive to serious carburetor icing at glide power, which resulted in a partial loss of power and an aerodynamic stall. ## 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 equipment (probable cause); cases with it: [Calvin Nate H CALVIN-VELOCITY, 1 case](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=05611BI), [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: [Calvin Nate H CALVIN-VELOCITY, 1 case](https://openairdocs.org/ntsb-findings/01023020/cases.md?model=05611BI), [All aircraft, 108 cases](https://openairdocs.org/ntsb-findings/01023020/cases.md) - [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Calvin Nate H CALVIN-VELOCITY, 1 case](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=05611BI), [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: [Calvin Nate H CALVIN-VELOCITY, 1 case](https://openairdocs.org/ntsb-findings/02041510/cases.md?model=05611BI), [All aircraft, 559 cases](https://openairdocs.org/ntsb-findings/02041510/cases.md) - [Performance/control parameters: angle of attack](https://openairdocs.org/ntsb-findings/01062042): Aircraft › Aircraft oper/perf/capability · Capability exceeded; cases with it: [Calvin Nate H CALVIN-VELOCITY, 1 case](https://openairdocs.org/ntsb-findings/01062042/cases.md?model=05611BI), [All aircraft, 990 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md) - [Object/animal/substance: runway/taxi/approach light](https://openairdocs.org/ntsb-findings/03022012): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Calvin Nate H CALVIN-VELOCITY, 1 case](https://openairdocs.org/ntsb-findings/03022012/cases.md?model=05611BI), [All aircraft, 106 cases](https://openairdocs.org/ntsb-findings/03022012/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-IFR final approach: Fuel related](https://openairdocs.org/ntsb-events/190) (defining event); cases with it: [Calvin Nate H CALVIN-VELOCITY, 1 case](https://openairdocs.org/ntsb-events/190/sequence.md?model=05611BI), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Approach-IFR final approach: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342); cases with it: [Calvin Nate H CALVIN-VELOCITY, 1 case](https://openairdocs.org/ntsb-events/342/sequence.md?model=05611BI), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Approach-IFR final approach: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241); cases with it: [Calvin Nate H CALVIN-VELOCITY, 1 case](https://openairdocs.org/ntsb-events/241/sequence.md?model=05611BI), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Approach-IFR final approach: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Calvin Nate H CALVIN-VELOCITY, 2 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=05611BI), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The private pilot reported that, during a low power visual approach to land, the experimental, amateur-built airplane became low and slow on final approach. When he increased power to arrest the descent, the engine did not respond, and the airplane continued to descend, stalled, and impacted the approach lighting system and terrain before coming to rest about 400 ft short of the runway threshold. The fuselage, canard, and both wings sustained substantial damage. Postaccident examination of the airplane did not reveal any evidence of a preimpact mechanical malfunction or failure that would have precluded normal operation. Weather conditions at the time were conducive to the formation of serious carburetor icing at glide power. The carburetor heat lever was found in the off position, and the pilot reported that he did not use carburetor heat for the approach to landing; thus, carburetor ice likely formed and reduced the power available to stop the descent into the approach lights and terrain. ## Factual narrative On September 19, 2018, at 2010 eastern daylight time, an experimental amateur-built Velocity STD RG E, N67WR, was substantially damaged when it impacted an approach lighting system and terrain while landing at the Tri-Cities Airport (TRI), Kingsport, Tennessee. The private pilot and passenger were seriously injured. The airplane was privately owned and operated as a personal flight under the provisions of Title 14 Code of Federal Regulations Part 91. Night visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight, which originated from Columbus Airport (CSG), Columbus, Georgia, at 1817. According to the pilot, the enroute portion of the cross-country flight was uneventful. He reported that when he was cleared for a visual approach to runway 23, the airplane was higher than usual. Subsequently, he reduced power nearly to idle, and applied the speed brake to increase the descent rate. Once on final approach, the pilot noticed that the airplane "began to be slow and was low," and while over the approach lights, he increased the throttle, but the engine "did not respond at all." The airplane continued sinking and began to stall. Shortly thereafter, the airplane impacted approach lights and terrain. A witness located on the airport's ramp reported that he "heard a high revving engine noise and turned towards the approach end of the runway and saw [a] small plane strike the [approach] lights." According to a Federal Aviation Administration (FAA) inspector who examined the airplane at the accident site, damage to the approach lighting system began with the elevated approach lights about 900 ft from runway 23 and continued to where the airplane came to rest about 400 ft short of the runway threshold. All major flight control surfaces were located along the debris path. All three propeller blades fragmented at the propeller hub. The mixture and propeller control levers were found full forward and the throttle was found 3/4 of the way forward. The carburetor heat lever was found in the off position. The fuselage, canard, and both wings sustained substantial damage. Examination of the engine revealed crankshaft continuity when rotating the propeller flange by hand. All cylinders remained attached to the engine and thumb compression was attained on all cylinders when rotated by hand. All spark plugs were examined, and no anomalies were noted. The oil screen was free of debris. The carburetor was examined, and no anomalies were noted. The throttle, mixture, and propeller control cables remained attached to their respective attach points, and each moved freely. There was no damage observed to the induction system. According to the FAA Air Traffic Control Tower Manager at TRI, the approach lighting system and precision approach path indicator (PAPI) were on at the time of the accident. A functional test of the PAPI was conducted the following morning after the accident, and no malfunctions were noted.According to FAA airman records, the pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. He was issued a third-class medical certificate in October 2017. He reported a total of 451 flight hours, 61 hours of which were in the accident airplane make and model. According to FAA airworthiness records, the canard design airplane was powered by a Franklin 6A-350-C1R, 205-horsepower engine. It was equipped with retractable landing gear in the tricycle configuration and had 4-seats. The most recent annual inspection was completed in July 2018. The weather conditions reported at 1953 at TRI, included calm wind, few clouds at 4,500 ft, visibility 10 miles, temperature 24°C, and dew point 20°C. Review of a Carburetor Icing Probability Chart for the given temperature and dew point revealed that the conditions were conducive to serious icing at glide power. The pilot reported that he did not use carburetor heat during the low power descent because "it was not cold." He reported that he did not use carburetor heat in this airplane but was taught to use carburetor heat in a different airplane he had flown in the past as a student pilot. 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 venturi, which causes a sharp temperature drop in the carburetor. If water vapor in the air condenses when the carburetor temperature is at or below freezing, ice may form on internal surfaces of the carburetor, including the throttle valve. The reduced air pressure, as well as the vaporization of fuel, contributes to the temperature decrease in the carburetor. Ice generally forms in the vicinity of the throttle valve and in the venturi throat. This restricts the flow of the fuel-air mixture and reduces power. If enough ice builds up, the engine may cease to operate. Carburetor ice is most likely to occur when temperatures are below 70°F (21°C) and the relative humidity is above 80 percent. Due to the sudden cooling that takes place in the carburetor, icing can occur even in outside air temperatures as high as 100°F (38 °C) and humidity as low as 50 percent. ## Aircraft - Registration: [N67WR](https://openairdocs.org/deregistered/N67WR-2020-02-11), registration cancelled 2020-02-11, S/N 422109601, built 1998 (OpenAirDocs) - Reported make and model: CALVIN NATE H VELOCITY STD RG E - Registry model: [Calvin Nate H CALVIN-VELOCITY](https://openairdocs.org/model/calvin-nate-h-calvin-velocity) (registry code 05611BI) (OpenAirDocs) - Registry engine: [Franklin 6A-350SER](https://openairdocs.org/engine/franklin-6a-350ser) (registry code 27023, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 422109601 - Year built: 1998 - Airframe hours: 181.6 - Engines: Franklin 6A-350-C1R 205 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, July 5, 2018 - Departed: CSG, Columbus, GA - Destination: TRI, Kingsport, TN - Flight plan: IFR - Airport: TRI, Tri-Cities, runway 23, 8,000 × 150 ft, asphalt - Equipment: Electronic primary flight display, ADS-B, Auto-pilot, Electronic flight bag or handheld device, Electronic multifunction display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 61; injuries: serious; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review May 11, 2017; seat: left; restraint: 3-point; flight hours: 451 total, 61 in this make and model, 392 as pilot in command, 31 in the last 90 days, 4 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 68 °F - Altimeter: 30.04 inHg - Observed at: KTRI ## 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 20180919013339A](https://openairdocs.org/incident/20180919013339A), Sep 19, 2018: Calvin Nate H CALVIN-VELOCITY, Blountville, TN, Destroyed. N67WR departed columbus airport (kcsg) enroute to tri Cities airport (ktri). No issues were reported by the pilot in command (PIC) during transit to ktri.… ## Other investigations on N67WR (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 ERA12CA010](https://openairdocs.org/ntsb/ERA12CA010), Oct 6, 2011: Calvin Nate H CALVIN-VELOCITY (N67WR), Sebastian, FL, substantial damage. Probable cause: The pilot's failure to maintain the proper approach path, which resulted in a runway undershoot and collision with terrain prior to the runway. ## Docket (10 files) The files NTSB released with the investigation on April 25, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=98327. 11.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 5.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472207&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Record of Conversation (Pilot in Command) (item 2, .PDF, 84 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472208&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(Pilot%20in%20Command)-Master.PDF - Witness Statement (item 3, .PDF, 140 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472209&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - Record of Conversation (FAA Inspector) (item 4, .PDF, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472210&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(FAA%20Inspector)-Master.PDF - Record of Conversation (FAA Tower Manager) (item 5, .PDF, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472211&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(FAA%20Tower%20Manager)-Master.PDF - Record of Conversation (FAA Technical Operations) (item 6, .PDF, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472212&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(FAA%20Technical%20Operations)-Master.PDF - Carburetor Icing Probability Chart (item 7, .PDF, 296 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472213&FileExtension=.PDF&FileName=Carburetor%20Icing%20Probability%20Chart-Master.PDF - FAA PHAK - Carburetor Icing (item 8, .PDF, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472214&FileExtension=.PDF&FileName=FAA%20PHAK%20-%20Carburetor%20Icing-Master.PDF - PAPI Functional Test (item 9, .PDF, 428 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472215&FileExtension=.PDF&FileName=PAPI%20Functional%20Test-Master.PDF - Photo Array (item 10, .PDF, 3 photos, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40472216&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.