# NTSB IAD96LA065: Cessna 150H, N6508S, Clinton, MD, April 19, 1996 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: April 19, 1996, 11:30 local (15:30 UTC) - Place: Clinton, MD - Coordinates: 38.760734, -76.889373 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.7607&lon=-76.8894&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report October 22, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 28039 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=IAD96LA065 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/28039/pdf - Page: https://openairdocs.org/ntsb/IAD96LA065 ## Probable cause a loss of engine power for undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - reason for occurrence undetermined (cause) - Forced landing, emergency landing after takeoff - In flight collision with object, emergency landing after takeoff - object - tree(s) ## Analysis The student pilot stated that he was practicing full stop takeoffs and landings. As the airplane climbed through about 300 to 400 feet AGL during the 7th takeoff, he noticed a partial loss of engine power. He applied carburetor heat, but the engine continued to lose power, and eventually lost power completely. He elected to land in a field, and impacted trees. Postaccident examination of the airplane revealed no evidence of preimpact mechanical malfunction, and a subsequent test run of the engine did not duplicate the power loss. The student pilot stated that he believed the loss of engine power was due to carburetor ice. ## Factual narrative On April 19, 1996, at about 1130 eastern daylight time, a Cessna 150H, N6508S, experienced a loss of engine power shortly after takeoff at the Hyde Field Airport, near Clinton, Maryland. The airplane sustained substantial damage when the left wing impacted a tree during the ensuing forced landing. The student pilot, the sole occupant, was not injured. Visual meteorological conditions prevailed for the flight, no flight plan was filed. The local flight was conducted under 14 CFR Part 91. The student pilot stated that he was practicing full stop takeoffs and landings at Hyde Field when the accident occurred. He reported that he had completed 6 takeoffs and landings without incident. He stated that during the 7th takeoff, as the airplane climbed through about 300 to 400 feet above ground level (AGL), he noticed a partial loss of engine power. He stated that the tachometer was reading about 2000 revolutions per minute (RPM), and he checked the throttle to insure that it was full forward. He stated that he thought he might be experiencing carburetor icing, so he turned the carburetor heat on. The student pilot reported that when the engine continued to lose power, he turned the carburetor heat off, and began to prepare for an off airport landing. The student pilot stated that as he maneuvered for the forced landing, the engine began to "sputter" and then lost power completely. He stated that he saw a field to his left about 1/2 mile southwest of the airport. He said he picked a spot, but he flared too high, about 15 to 20 feet AGL. He reported that he saw trees coming at him, and tried to turn to the right to avoid them. The student pilot stated that the "...left wing struck a tree and swung the aircraft around into some other trees, before it came to an abrupt stop." The student pilot stated that the temperature at the time of the accident was about 70 degrees, and he believed that the loss of engine power was due to carburetor ice. Postaccident examination of the aircraft, engine, and systems, revealed no evidence of preimpact mechanical malfunction. On April 20, 1996, a test run of the engine was conducted. According to the Federal Aviation Administration (FAA) Inspector, the airplane engine started on the first attempt, and the engine and systems appeared to be capable of normal operation. ## Aircraft - Registration: [N6508S](https://openairdocs.org/deregistered/N6508S-2006-10-17), registration cancelled 2006-10-17, S/N 15067308, built 1967 (OpenAirDocs) - Reported make and model: Cessna 150H - Registry model: [Cessna 150H](https://openairdocs.org/model/cessna-150h) (registry code 2071818) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15067308 - Airframe hours: 4502 - Engines: Continental O-200-A 100 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Kel-Air Inc. - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, March 4, 1996, 78 hours before - Departed: W32 ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 33; student; medical: class 3, valid medical--no waivers/lim.; seat: left; flight hours: 73 total, 73 in this make and model, 11 as pilot in command, 20 in the last 90 days, 8 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 70 °F ## 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 19960419047309A](https://openairdocs.org/incident/19960419047309A), Apr 19, 1996: Cessna 150H, Clinton, MD, Destroyed. (-16) Our investigation showed evidence that responsibility (4) was involved due to the procedure taken by Mr. Ochieng during this accident. 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.