ERA24LA135

According to the pilot, the flight was intended for a “gender reveal.” After departing, the pilot and his passenger were in slow flight at an altitude of 300 ft above ground level (agl), looking for the house. When they found the house, the passenger became nervous about opening the window, so the pilot decided to cancel the reveal. During the climb out, the engine did not respond and the pilot made an emergency landing in a field. Postaccident examination of the fuel system and engine did not reveal any preexisting anomalies or failures that would have prevented normal operation. The recorded temperature and dew point near the accident site were conducive to “serious icing” at cruise engine power settings. The pilot stated that he did not use the carburetor heat before the loss of engine power. Based on this information, it is likely that carburetor iced formed during the climb out following the period of slow flight that preceded it, which resulted in a loss of engine power and subsequent forced landing.

On March 9, 2024, about 1730 eastern daylight time, a Cessna 172M, N5171H, was substantially damaged when it was involved in an accident near Homestead, Florida. The private pilot was not injured, and the passenger received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, the flight was intended for a “gender reveal” near Homestead General Airport (X51), Homestead, Florida. After departing from Tamiami Airport, they landed at X51. The pilot met his friend at X51, and the friend handed him and his passenger the reveal bottles and explained the procedure. They departed X51 and began searching for the location of the gender reveal. The pilot said he was in slow flight at 300 ft agl, looking for the house. When they found the house, the passenger decided he did not want to open the airplane's window and release the reveal bottles. The pilot decided to cancel the reveal and depart the area. During the climb out, the engine did not respond, and the pilot made an emergency landing in a field. The Federal Aviation Administration (FAA) inspector who responded to the accident site reported that the fuselage was buckled. He reported that the airplane came to rest upside down in the field and that an adequate but undetermined amount of fuel was found in both fuel tanks. The cockpit fuel selector was found in the “Both” position. No contamination or obstructions were found in the fuel system. A postaccident examination of the engine was conducted at an aircraft salvage facility. The engine remained attached to the airframe and there was impact damage to the propeller. The crankshaft was turned through by manually rotating the propeller. The engine turned freely through 360° with no binding or unusual noise evident. All cylinders showed compression and suction when the crankshaft was rotated. A lighted borescope was then inserted inside the cylinders. The pistons moved up and down normally and valve action was correct. There were no holes or damage to the pistons or valves. The fuel strainer was opened; the screen was clean and unobstructed. The carburetor was examined, and the fuel bowl was free of debris. The carburetor fuel inlet screen was clean and free of debris. All cockpit controls were connected and exhibited full travel when manipulated by hand. The spark plugs were removed for examination. The electrodes were normal in wear and dark in color when compared to a Champion Check-a-Plug chart. The magnetos were removed and tested by rotating with a power drill. Both magnetos produced spark when rotated. At the conclusion of the examination no anomalies were noted that would have precluded normal operation of the engine. The recorded temperature and dew point near the accident site was about 80°F and 71°F, respectively. On a carburetor icing probability chart, those temperatures were in the “serious icing – glide power” range. The pilot stated he did not use carburetorheat before the loss of engine power. According to FAA Special Airworthiness Information Bulletin CE-09-35 (Carburetor Ice Prevention), pilots should be aware that carburetor icing does not just occur in freezing conditions: it can occur at temperatures well above freezing temperatures when there is visible moisture or high humidity. Icing can occur in the carburetor at temperatures above freezing because vaporization of fuel, combined with the expansion of air as it flows through the carburetor (Venturi effect), causes sudden cooling, sometimes by a significant amount within a fraction of a second. Carburetor ice can be detected by a drop in rpm in fixed pitch propeller airplanes and a drop in manifold pressure in constant speed propeller airplanes. In both types, usually there will be a roughness in engine operation.