# NTSB NYC06CA068: Cessna 180J, Essex, NY, February 11, 2006 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: February 11, 2006, 08:30 local (13:30 UTC) - Place: Essex, NY - Coordinates: 44.312221, -73.384719 - Nearby events: https://openairdocs.org/map.md?lat=44.3122&lon=-73.3847&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report May 30, 2006 - Report: Approved by Office Director - NTSB case key (mKey): 63231 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC06CA068 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/63231/pdf - Page: https://openairdocs.org/ntsb/NYC06CA068 ## Probable cause The pilot's failure to abort the takeoff in a timely manner. Factors included a partial loss of engine power for undetermined reasons and an undefined go, no-go point. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - nonmechanical, takeoff - roll/run - reason for occurrence undetermined (contributing factor) - In flight collision with terrain/water, takeoff - initial climb - aborted takeoff - not performed, pilot in command (cause) - preflight planning/preparation - inadequate, pilot in command (contributing factor) - terrain condition - high vegetation ## Analysis The pilot performed a pre-flight inspection of the airplane in her hangar. The temperature was below freezing and the hangar was unheated; however, the engine had been warmed with a pre-heater and an engine blanket. During the preflight inspection, the pilot did not see any ice crystals in the fuel sample. After startup, the airplane remained on the ground for "some time." The pilot leaned the mixture and applied carburetor heat "for at least 10 minutes" until just before takeoff, at which time, she noted the carburetor temperature to be 20 degrees C. She then secured the carburetor heat. During the takeoff roll, the engine would not attain full power; however it continued to operate smoothly. The pilot noted a less-than-normal manifold pressure, but wasn't sure of how much less. She also noted that the normal right rudder inputs were not required to keep the airplane going straight. About 2/3 down the 1,800-foot turf runway, the pilot became concerned about the engine power. She felt that "stopping was unrealistic" and that the airplane could take off and clear a hedgerow at the end of the runway. However, after takeoff, the airplane did not clear the hedgerow. The runway was frozen, with rutting, but there was no snow cover. The runway was owned by the pilot, and she had not previously established a go, no-go point. The airplane normally became airborne in 500-600 feet. Post-accident examination of the airplane by Federal Aviation Administration inspectors revealed no mechanical anomalies. In addition, the carburetor was removed, and examined at an engine overhaul facility where the mechanic "noted no conditions that would have prevented the carburetor from functioning." Utilizing ambient temperature and dew point readings at three surrounding airports, carburetor icing charts revealed no probability of icing due to low temperatures. The interpolated temperature and dew point at the nearest airport, about the time of the accident, was 6 degrees Fahrenheit and 0 degrees Fahrenheit respectively. ## Factual narrative The pilot performed a pre-flight inspection of the airplane in her hangar. The temperature was below freezing and the hangar was unheated; however, the engine had been warmed with a pre-heater and an engine blanket. During the preflight inspection, the pilot did not see any ice crystals in the fuel sample. After startup, the airplane remained on the ground for "some time." The pilot leaned the mixture and applied carburetor heat "for at least 10 minutes" until just before takeoff, at which time, she noted the carburetor temperature to be 20 degrees C. She then secured the carburetor heat. During the takeoff roll, the engine would not attain full power; however it continued to operate smoothly. The pilot noted a less-than-normal manifold pressure, but wasn't sure of how much less. She also noted that the normal right rudder inputs were not required to keep the airplane going straight. About 2/3 down the 1,800-foot turf runway, the pilot became concerned about the engine power. She felt that "stopping was unrealistic" and that the airplane could take off and clear a hedgerow at the end of the runway. However, after takeoff, the airplane did not clear the hedgerow. The runway was frozen, with rutting, but there was no snow cover. The runway was owned by the pilot, and she had not previously established a go, no-go point. The airplane normally became airborne in 500-600 feet. Post-accident examination of the airplane by Federal Aviation Administration inspectors revealed no mechanical anomalies. In addition, the carburetor was removed, and examined at an engine overhaul facility where the mechanic "noted no conditions that would have prevented the carburetor from functioning." Utilizing ambient temperature and dew point readings at three surrounding airports, carburetor icing charts revealed no probability of icing due to low temperatures. The interpolated temperature and dew point at the nearest airport, about the time of the accident, was 6 degrees Fahrenheit and 0 degrees Fahrenheit respectively. ## Aircraft - Registration: N180HJS (not matched to a registry record) - Reported make and model: Cessna 180J - Category: Airplane - Serial number: 18052723 - Engines: Continental O-470-S reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Beth Schiller - Registered owner: DocJosh LTD - Airworthiness certificate: Standard, Normal - Departed: 41NY, Essex, NY - Destination: 6B0, Middlebury, VT ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 41; private; airplane ratings: single-engine sea, single-engine land; instrument ratings: airplane; medical: class 3; flight hours: 825 total, 400 in this make and model ## Weather - Conditions: Visual (VMC), Day 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.