# NTSB FTW95LA109: Rockwell 112B, N1403J, Coyote, NM, February 5, 1995 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: February 5, 1995, 13:30 local (20:30 UTC) - Place: Coyote, NM - Coordinates: 36.109607, -106.659088 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=36.1096&lon=-106.6591&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor, 1 uninjured - Status: Completed, report July 24, 1995 - Report: Approved by Office Director - NTSB case key (mKey): 19350 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW95LA109 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/19350/pdf - Page: https://openairdocs.org/ntsb/FTW95LA109 ## Probable cause WATER CONTAMINATION OF THE FUEL FROM AN UNKNOWN SOURCE. A FACTOR RELATED TO THE ACCIDENT WAS: LACK OF SUITABLE TERRAIN FOR A FORCED LANDING. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, approach - fluid,fuel - contamination,water (cause) - Forced landing, emergency descent/landing - Nose over, landing - terrain condition - none suitable (contributing factor) - terrain condition - snow covered (contributing factor) ## Analysis THE PILOT SAID HE DEPARTED SANTA FE, NEW MEXICO, WITH FULL FUEL TANKS, AND FLEW TO TELLURIDE, COLORADO. HE DID NOT REFUEL IN TELLURIDE. HE WAS RETURNING TO SANTA FE WHEN THE AIRPLANE SUDDENLY DEVELOPED 'A SERIOUS VIBRATION.' ALL ENGINE INSTRUMENTS REGISTERED NORMAL. THERE WAS A STEADY AND GRADUAL LOSS OF AIRSPEED AND ALTITUDE DESPITE THE APPLICATION OF FULL POWER AND ALTERNATE AIR HEAT. THE PILOT MADE A WHEELS DOWN FORCED LANDING IN DEEP, SOFT SNOW AND THE AIRPLANE NOSED OVER. ENGINE DISASSEMBLY REVEALED WATER IN THE FUEL INJECTION SERVO, INDUCTION GALLEY AND TUBES, AND CYLINDER INTAKE PORTS. THE PILOT SAID HE HAD NOT FLOWN IN ANY VISIBLE MOISTURE, AND THE FUEL SELECTOR WAS IN THE 'BOTH' POSITION AT ALL TIMES DURING BOTH FLIGHTS. THE TEMPERATURE AND DEW POINT AT SANTA FE, 35 MILES FROM THE ACCIDENT SITE, WAS 46 AND 24 DEGREES, RESPECTIVELY. ## Factual narrative On February 5, 1995, approximately 1330 mountain standard time, N1403J, a Rockwell International 112B, was substantially damaged during a forced landing 35 miles northwest of Santa Fe, New Mexico. The private pilot received minor injuries and the passenger was not injured. Visual meteorological conditions prevailed. The following is based on the pilot/operator report and subsequent telephone interviews. The pilot departed Santa Fe, New Mexico, with full fuel tanks, and flew to Telluride, Colorado. He did not refuel while he was in Telluride. The airplane had been aloft for about one hour on the return trip to, and was about 35 miles northwest of, Santa Fe when a "serious vibration" developed that could be felt through the controls. All engine instruments were normal, but the pilot noticed a steady, gradual loss of airspeed and altitude. Despite the application of full power and alternate air induction heat, airspeed and altitude continued to decay. The pilot elected to make a wheels down forced landing on what appeared to be a suitable snow field. The airplane touched down in deep, soft snow and nosed over. The pilot said he had not flown in visible moisture during any portion of the flight, and the fuel selector was in the BOTH position at all times during both flights. The temperature and dew point at Santa Fe, 35 miles from the accident site, was 46 and 24 degrees, respectively. The engine was later disassembled and examined under the direction of a Federal Aviation Administration maintenance inspector. According to a report from Capital Aviation (see attachment), water was found in the fuel injection servo, induction galley and tubes, and cylinder intake ports. According to Capital's shop foreman, he found the induction air heat control in the OFF position. He manually moved the control several times and noted it appeared to operate correctly. The report further stated that "we suspect induction ice formed to such a degree, even with adding induction heat at notice of engine roughness, there was too much ice for the engine to overcome." ## Aircraft - Registration: [N1403J](https://openairdocs.org/deregistered/N1403J-1995-11-17), registration cancelled 1995-11-17, S/N 527 (OpenAirDocs) - Reported make and model: ROCKWELL 112B - Registry model: [Rockwell International 112B](https://openairdocs.org/model/rockwell-international-112b) (registry code 7630303) (OpenAirDocs) - Category: Airplane - Serial number: 527 - Airframe hours: 2047 - Engines: LYCOMING IO-360-C1D6 200 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Delbello, David W. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 4, 1994, 52 hours before - Departed: TEX, TELLURIDE, CO - Destination: SAF, SANTA FE, NM ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 40; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; seat: left; flight hours: 141 total, 66 in this make and model, 82 as pilot in command, 21 in the last 90 days, 10 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 360° at 8 knots - Visibility: 40 statute miles - Lowest ceiling: none - Temperature: 46 °F, dew point 25 °F - Altimeter: 30.00 inHg - Observed at: SAF, 35 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 19950205001169A](https://openairdocs.org/incident/19950205001169A), Feb 5, 1995: Gulstm 112B, Coyote, NM, Substantial damage. Lost power on descent to saf. Landed in deep snow. Nosed over. Induction system icing indicated. 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.