# NTSB ERA20LA161: Keuthan Buccaneer II, N43310, Coden, AL, April 24, 2020 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: April 24, 2020, 10:45 local (15:45 UTC) - Place: Coden, AL - Coordinates: 30.376943, -88.157501 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=30.3769&lon=-88.1575&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Fuel related](https://openairdocs.org/ntsb-events/190) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - 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): 101208 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA20LA161 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/101208/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=101208 - Page: https://openairdocs.org/ntsb/ERA20LA161 ## Probable cause A total loss of engine power due to carburetor icing. Contributing to the accident was the lack of a carburetor heat system installed on the engine. ## 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: [Keuthan BUCCANEER II, 1 case](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=05903DN), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Engine fuel and control: fuel control/carburetor](https://openairdocs.org/ntsb-findings/01057322): Aircraft › Aircraft power plant · Not installed/available (probable cause); cases with it: [Keuthan BUCCANEER II, 1 case](https://openairdocs.org/ntsb-findings/01057322/cases.md?model=05903DN), [All aircraft, 195 cases](https://openairdocs.org/ntsb-findings/01057322/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Fuel related](https://openairdocs.org/ntsb-events/190) (defining event); cases with it: [Keuthan BUCCANEER II, 1 case](https://openairdocs.org/ntsb-events/190/sequence.md?model=05903DN), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Keuthan BUCCANEER II, 2 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=05903DN), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The private pilot, who owned the airplane, was making a local personal flight from his private grass strip. During the first 1 hour 15-minute of flight, the engine performance was normal. Then, while about 800 ft above the ground (agl), the engine began to lose power and rpm started a slow continuous drop. The pilot moved the throttle to full power, but the engine continued to lose power. About 150 ft agl, the engine lost power completely and the pilot attempted to glide to a small island. About 25 ft agl, the right wing stalled and the airplane impacted power lines then terrain. Postaccident examination of the wreckage revealed no evidence of preimpact mechanical anomalies that would have prevented normal engine operation, and the engine was run successfully at various power settings. The weather conditions at the time of the accident were conducive to the formation of serious carburetor icing at glide (idle) engine power settings. The airplane was not equipped with carburetor heat, contrary to the engine’s installation manual, which stated "operation in climatic conditions, where carburetor icing is likely to occur, a heating system must be fitted." ## Factual narrative On April 24, 2020, about 1045 central daylight time, a Keuthan Aircraft Corp. Buccaneer II, N43310, was substantially damaged when it was involved in an accident near Coden, Alabama. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, he mixed automobile gas with oil and departed from his grass airstrip with full fuel tanks, which was about 10 gallons of fuel. He was flying in the local area over water at 800 ft when "the engine began to lose power, rpm started a slow continuous drop." He moved the throttle to full power, but the engine continued to lose rpms and airspeed. About 150 ft above ground level (agl), the "engine quit," and he attempted to glide to a small island. About 25 ft agl, the right wing stalled first, the airplane rolled right, and the nose dropped. The airplane impacted power lines, and then terrain. During the 1 hour 15-minute flight, he reported the engine performance was normal prior to the loss of power. A Federal Aviation Administration (FAA) inspector responded to the accident scene and noted that the fuel tank contained about 2 gallons of fuel. Fuel was also present in both carburetor bowls. The fuel and fuel filter were free of debris and contaminates. The engine's crankshaft was manually rotated by turning the propeller, and continuity of the crankshaft and compression of each cylinder was confirmed. A detailed examination of the engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. An engine run was performed, and the engine started immediately, accelerated smoothly, and ran continuously at all selected power settings without interruption. The airplane was not equipped with carburetor heat system. At 1040, the weather reported at Mobile Downtown Airport (BFM), about 16 miles from the accident site, included a temperature 24°C and dew point 14°C. The calculated relative humidity at this temperature and dewpoint was 53%. Review of the icing probability chart contained in Federal Aviation Administration (FAA) Special Airworthiness Information Bulletin CE-09-35 revealed that the weather conditions at the time of the accident were "conducive to serious icing at glide [idle] power." According to FAA Advisory Circular 20-113, "To prevent accidents due to induction system icing, the pilot should regularly use [carburetor] heat under conditions known to be conducive to atmospheric icing and be alert at all times for indications of icing in the fuel system." The circular recommended that when operating in conditions where the relative humidity is greater than 50%, "…apply carburetor heat briefly immediately before takeoff, particularly with float type carburetors, to remove any ice which may have been accumulated during taxi and runup." It also stated, "Remain alert for indications of induction system icing during takeoff and climb-out, especially when the relativehumidity is above 50 percent, or when visible moisture is present in the atmosphere." The pilot completed Pilot/Operator Aircraft Accident/Incident Report (NTSB form 6120.1/2) and reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. Furthermore, in the "Operator/Owner Safety Recommendation" section of the report he stated that "manual carburetor heat should be added to all 2 stroke engines." The Rotax 582 installation manual states, "operation in climatic conditions, where carburetor icing is likely to occur, a heating system must be fitted." ## Aircraft - Registration: [N43310](https://openairdocs.org/aircraft/N43310), registered now, S/N B11R, built 1994 (OpenAirDocs) - Reported make and model: Keuthan Aircraft Corp Buccaneer II - Registry model: [Keuthan BUCCANEER II](https://openairdocs.org/model/keuthan-buccaneer-ii) (registry code 05904QY) (OpenAirDocs) - Registry engine: [Rotax 582SER](https://openairdocs.org/engine/rotax-582ser) (registry code 55556, 2 cycle) (OpenAirDocs) - Category: Airplane - Serial number: B11R - Year built: 1994 - Airframe hours: 246 - Engines: Rotax 582 65 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental light sport (Special) - Last inspection: Condition, March 10, 2020 - Departed: NONE, Foley, AL - Destination: NONE, Foley, AL - Equipment: Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 73; injuries: none; private; airplane ratings: single-engine land, multi-engine land; medical: sport pilot; last flight review November 26, 2019; seat: right; flight hours: 3,100 total, 3.2 in this make and model, 3.2 in the last 90 days, 3.2 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 60° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 57 °F - Altimeter: 29.87 inHg - Observed at: BFM, 16 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 20200424005759A](https://openairdocs.org/incident/20200424005759A), Apr 24, 2020: Keuthan Aircraft Corp BUCCANEER II, Coden, AL, Substantial damage. Pilot stated with one hour and fifteen minutes into flight at 900 feet above bay inlet, the engine began to lose power. He turned on fuel pump and pumped… ## Docket (9 files) The files NTSB released with the investigation on June 8, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=101208. 29.4 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 899 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9647424&FileExtension=pdf&FileName=NTSB%20Form%206120-Rel.pdf - Pilot's statement (item 2, PDF, 1 page, 3.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9647433&FileExtension=pdf&FileName=N43310%20Pilot%20statement_Redacted-Rel.pdf - FAA inspector's statement (item 3, PDF, 3 pages, 820 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9647119&FileExtension=pdf&FileName=FAA%20Inspector%20Statement_Redacted-Rel.pdf - Witness statements (item 4, PDF, 1 page, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9697699&FileExtension=pdf&FileName=N43310%20Witness%20statement_Redacted-Rel.pdf - Pilot's logbook (item 5, PDF, 6 pages, 12.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9698075&FileExtension=pdf&FileName=Pilot%20logbook_Redacted-Rel.pdf - Maintenance records (item 6, PDF, 5 pages, 7.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9648858&FileExtension=pdf&FileName=Maintenance%20logbook_Redacted-Rel.pdf - Photos (item 7, PDF, 2 pages, 491 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9647749&FileExtension=pdf&FileName=Photo%20Array-Rel.pdf - Rotax 582 manual excerpt (item 8, PDF, 1 page, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9648965&FileExtension=pdf&FileName=Rotax%20582%20Installation%20Manual%20Carb%20ice%20prevention-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 9, PDF, 1 page, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9698050&FileExtension=pdf&FileName=NTSB%20Release%20of%20Wreckage_Redacted-Rel.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.