# NTSB ERA21LA298: Carpenter Stol CH750, N750RS, Rockwell, NC, July 21, 2021

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Class 3 · Limited · Final report
- Date: July 21, 2021, 16:44 local (20:44 UTC)
- Place: Rockwell, NC
- Coordinates: 35.564167, -80.424167 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=35.5642&lon=-80.4242&mi=10
- Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping)
- Defining event: [Enroute: 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
- NTSB case key (mKey): 103546
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA21LA298
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/103546/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=103546
- Page: https://openairdocs.org/ntsb/ERA21LA298

## Probable cause

The total loss of engine power due to carburetor ice. Also causal was the pilot’s failure to apply carburetor heat at any time during the flight.

## 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: [Richard S Carpenter STOL CH 750, 1 case](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=05631IT), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md)
- [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Richard S Carpenter STOL CH 750, 1 case](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=05631IT), [All aircraft, 792 cases](https://openairdocs.org/ntsb-findings/02041030/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: [Richard S Carpenter STOL CH 750, 1 case](https://openairdocs.org/ntsb-findings/01023020/cases.md?model=05631IT), [All aircraft, 108 cases](https://openairdocs.org/ntsb-findings/01023020/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Enroute: Fuel related](https://openairdocs.org/ntsb-events/190) (defining event); cases with it: [Richard S Carpenter STOL CH 750, 1 case](https://openairdocs.org/ntsb-events/190/sequence.md?model=05631IT), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md)

## Analysis

About 30 minutes into the flight the engine “burped” then progressively lost power. The pilot switched fuel tanks but described no other remedial actions before the engine lost all power. The pilot selected an open field adjacent to a roadway for a forced landing where the airplane nosed over and came to rest inverted, sustaining substantial damage. Atmospheric conditions at the time of the accident were conducive to carburetor icing, and the airplane was fueled with automotive gasoline, which increased its likelihood. After the accident, a fuel can of aviation gasoline was plumbed into the fuel supply line at the left-wing root, and an engine start was attempted. The engine started immediately, accelerated smoothly, and ran continuously without interruption through several power changes. Both a magneto and carburetor heat check were performed satisfactorily. The pilot reported that he did not apply carburetor heat during the accident flight.

## Factual narrative

On July 21, 2021, at 1644 eastern daylight time, an experimental, amateur-built STOL CH 750, N750RS was substantially damaged when it was involved in an accident near Rockwell, North Carolina. The private pilot was not injured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. About 30 minutes into the flight the engine “burped” and then progressively lost power as it ran more roughly, and the airplane descended. The pilot switched fuel tanks but described no other remedial actions before the engine lost all power. The pilot selected an open field adjacent to roadway for the forced landing. According to the pilot the airplane was in the landing flare, about 5 ft above the ground, when the “airplane stalled and dropped out from under me.” The airplane eventually nosed over and came to rest inverted. Examination of photographs revealed damage to the wings and fuselage and substantial damage to the rudder/vertical stabilizer. One of three propeller blades was fractured at its root. The responding police officer released the airplane to the owner, who removed the wings, drained the fuel from the wings, and hired a local wrecking service to recover the airplane from the scene. An aircraft recovery service then recovered the airplane to their facility. Once there, recovery personnel drained about 1/2 pint of automotive gasoline from the gascolator. They replaced the propeller, cleared the intake of sod from the accident site, plumbed a fuel can of aviation gasoline into the fuel supply line at the left-wing root, and attempted an engine start. The engine started immediately, accelerated smoothly, and ran continuously without interruption through several power changes. Both a magneto and carburetor heat check were performed satisfactorily. Atmospheric conditions at the time of the accident were conducive to “serious icing at glide power.” Federal Aviation Administration (FAA) Technical Center testing indicated that carburetor icing will occur in less time and at higher ambient temperatures with automotive gasoline than with aviation gasoline. The pilot reported to the FAA inspector that he did not apply carburetor heat during the accident flight.

## Aircraft

- Registration: [N750RS](https://openairdocs.org/deregistered/N750RS-2023-01-14), registration cancelled 2023-01-14, S/N 75-8221, built 2011 (OpenAirDocs)
- Reported make and model: CARPENTER STOL CH750
- Registry model: [Richard S Carpenter STOL CH 750](https://openairdocs.org/model/richard-s-carpenter-stol-ch-750) (registry code 05631IT) (OpenAirDocs)
- Registry engine: [Continental O-200A](https://openairdocs.org/engine/continental-o-200a) (registry code 17404, 4 cycle) (OpenAirDocs)
- Category: Airplane, amateur-built
- Serial number: 75-8221
- Year built: 2011
- Engines: Continental O-200 100 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Special, Experimental (Special)
- Last inspection: Condition, July 20, 2021, 0.7 hours before
- Departed: PVT, Concord, NC
- Airport: NA
- Equipment: ADS-B

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 71; injuries: none; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review August 25, 2020; seat: left; restraint: 4-point; flight hours: 706 total, 7.1 in this make and model, 706 as pilot in command

## Weather

- Conditions: Visual (VMC), Day
- Wind: calm
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 86 °F, dew point 64 °F
- Altimeter: 30.00 inHg
- Observed at: KRUQ, 7 nm away
- METAR: KRUQ 211955Z AUTO 00000KT 10SM CLR 30/18 A3000 RMK AO2 T03000184

## 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 20210721011319A](https://openairdocs.org/incident/20210721011319A), Jul 21, 2021: Richard S Carpenter STOL CH 750, Rockwell, NC, Substantial damage. Pilot stated he was enroute to mid carolina regional airport (ruq) from a privately owned grass strip in concord, NC. Approximately 40 minutes into the flight,…

## Docket (6 files)

The files NTSB released with the investigation on July 6, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=103546. 18.3 MB in all.

- Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 10.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12558511&FileExtension=pdf&FileName=Form%206120%20Combined_Redacted-Rel.pdf
- FAA inspector statement (email) (item 2, PDF, 1 page, 781 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15735710&FileExtension=pdf&FileName=FAA%20Inspector%20Statement_Redacted-Rel.pdf
- Photo array (item 3, PDF, 3 pages, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12557670&FileExtension=pdf&FileName=Docket%20Photo%20Array-Rel.pdf
- Post-accident engine run memorandum for record (item 4, PDF, 1 page, 138 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13048979&FileExtension=pdf&FileName=Memorandum%20for%20Record%20Freddie%20Hilton-Rel.pdf
- Video file - postaccident engine run (item 5, MOV, 4.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12557490&FileExtension=mov&FileName=recovery%20(2)-Rel.mov
- FAA SAIB CE-09-35 carburetor icing prevention (item 6, PDF, 3 pages, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15735360&FileExtension=pdf&FileName=FAA_SAIB_CE-09-35_Carb_Icing_Prevention-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.

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