# NTSB NYC98LA078: Cessna 150, N704GP, Lockport, NY, March 17, 1998 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: March 17, 1998, 13:00 local (18:00 UTC) - Place: Lockport, NY - Coordinates: 43.16053, -78.689529 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.1605&lon=-78.6895&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report February 15, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 39542 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC98LA078 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/39542/pdf - Page: https://openairdocs.org/ntsb/NYC98LA078 ## Probable cause The pilot's misjudgment of altitude and distance during a forced landing in the traffic pattern. A factor in the accident was the carburetor icing conditions. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, approach - vfr pattern - final approach - weather condition - carburetor icing conditions (contributing factor) - Forced landing, descent - emergency - In flight collision with object, emergency landing - object - tree(s) - distance/altitude - misjudged, pilot in command (cause) ## Analysis While in cruise flight, the airplane's engine experienced a decrease in RPM and began to run rough. The pilot added carburetor heat and the RPM increased. When the pilot removed the carburetor heat the engine began to run rough again, so he reapplied and maintained full carburetor heat. However, after a few moments, the engine began to run rough again. The pilot said he reached his destination airport at an altitude of about 2,500-2,600 feet and began a slow spiral to enter the traffic pattern at 1,400 feet. The engine began to run rougher while in the traffic pattern and the engine lost power during the final approach. The airplane crashed about 1/2 mile from the approach end of the runway. Examination of the wreckage did not reveal any pre-impact failures of the airframe or engine. The temperature and dewpoint reported at airports about 10 miles south, and about 45 miles east of the accident site, were 37 and 18 degrees F; and 43 and 21 degrees F, respectively . A carburetor icing probability chart was reviewed and revealed that the weather conditions were at the lower limit of the 'Icing- Glide and Cruise Power' area of the chart. ## Factual narrative On March 17, 1998, about 1300 eastern standard time, a Cessna 150, N704GP, was substantially damaged during a forced landing, while on approach to the North Buffalo Suburban Airport (0G0), Lockport, New York. The certificated private pilot and passenger were not injured. Visual meteorological conditions prevailed and no flight plan had been filed for the personal flight conducted under 14 CFR Part 91. In a telephone interview and written statements, the pilot said he was returning from a pleasure flight in the Rochester, New York, area. At 7,000 feet MSL, in the vicinity of the Genesse County Airport (GVQ), Batavia, New York, the airplane's engine experienced a decrease in RPM and began to run rough. The pilot added carburetor heat and the RPM increased. The pilot said removal of the carburetor heat caused a reoccurrence of the engine roughness, so he reapplied and maintained full carburetor heat. However, after a few moments the engine began to run rough again. The engine continued to run rough as the airplane passed over the Akron Airport (9G3), Akron, New York, at an altitude of about 5,000 feet. The pilot said he considered landing at 9G3, but based on his altitude and distance from 0G0, he elected to continue to his destination. He further stated: "....Reached about 2500-2600 MSL North of [0G0] and began a slow spiral with full carburetor heat to enter a left downwind leg of the pattern at 1,400. Engine running rougher, so took base leg...Still running rough with full carburetor heat. Announced 'final.' Saw I couldn't clear trees at west end of runway. Banked gently to the left to land in adjacent field...total power failure at about 100 feet AGL. Apparently right wing caught high hedge, causing left wing tip to strike ground. Aircraft struck ground, buckling nose wheel...." The wreckage was examined by a Federal Aviation Administration (FAA) Inspector. According to the FAA Inspector, the airplane came to rest approximately 1/2 mile west and slightly north of the extended center line of the runway. Examination of the wreckage did not revealed any pre-impact abnormalities of the airframe or engine. The temperature and dewpoint reported at the Buffalo Niagara International Airport (BUF), about 10 miles south of 0G0, and the Greater Rochester International Airport, about 45 miles east of 0G0, were 37 and 18 degrees F; and 43 and 21 degrees F, respectively. A carburetor icing probability chart was reviewed using the conditions reported at BUF and ROC. The chart revealed that the weather conditions were at the lower limit of the "Icing- Glide and Cruise Power" area of the chart. FAA publication, AC 61-23C, Pilot's Handbook of Aeronautical Knowledge; Chapter 2 - Airplanes and Engines; Engine Operation; Carburetor System; Carburetor Icing, stated: "...The vaporization of fuel, combined with the expansion of air as it flows through the carburetor, causes a sudden cooling of the [fuel/air] mixture. The temperature of the air passing through the carburetor may drop significantly within a fraction of a second. Water vapor in the air is 'squeezed out' by this cooling and, if the temperature in the carburetor reaches 0 degrees C (32 degrees F) or below, the moisture will be deposited as frost or ice inside the carburetor passages. Even a slight accumulation of this deposit will reduce power and may lead to complete engine failure..." ## Aircraft - Registration: [N704GP](https://openairdocs.org/deregistered/N704GP-2000-03-02), registration cancelled 2000-03-02, S/N 15078602 (OpenAirDocs) - Reported make and model: Cessna 150 - Registry model: [Cessna 150M](https://openairdocs.org/model/cessna-150m) (registry code 2071830) (OpenAirDocs) - Category: Airplane - Serial number: 15078602 - Airframe hours: 7928 - Engines: Continental O-200A 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: George H. Stoner - Airworthiness certificate: Standard, Utility - Last inspection: Annual, December 12, 1997, 34 hours before - Departed: 0G0, LOCKPORT, NY - Airport: 0G0, North Buffalo Suburban, runway 10, 2,830 × 50 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 69; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 775 total, 567 in this make and model, 666 as pilot in command, 7 in the last 90 days, 4 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 37 °F, dew point 18 °F - Altimeter: 30.00 inHg - Observed at: BUF, 10 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 19980317003569A](https://openairdocs.org/incident/19980317003569A), Mar 17, 1998: Cessna 150M, Lockport, NY, Substantial damage. Rough engine. Used carb heat no better. Turned back. Engine quit on final. Landed short. Possible heat too late. (.4)while in cruise flight, the airplane's… 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.