# NTSB SEA95LA060: Cessna 150H, N6663S, Albany, OR, March 4, 1995 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: March 3, 1995, 20:30 local (Mar 4, 1995, 04:30 UTC) - Place: Albany, OR - Coordinates: 44.619754, -123.12976 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=44.6198&lon=-123.1298&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report December 19, 1995 - Report: Approved by Office Director - NTSB case key (mKey): 42118 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA95LA060 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/42118/pdf - Page: https://openairdocs.org/ntsb/SEA95LA060 ## Probable cause THE PILOT'S FAILURE TO USE CARBURETOR HEAT. FACTORS INCLUDE ICING CONDITIONS AND THE DARK NIGHT LIGHT CONDITIONS. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, descent - normal - weather condition - carburetor icing conditions (contributing factor) - fuel system,carburetor - ice - carburetor heat - not used, pilot in command (cause) - fluid,fuel - automotive - Forced landing, emergency descent/landing - In flight collision with terrain/water, emergency descent/landing - light condition - dark night (contributing factor) - object - utility pole ## Analysis THE PILOT REPORTED THAT HE PLACED 5 GALLONS OF AUTO GAS IN THE AIRCRAFT AFTER A FUEL STOP AT MULINO AND THEN DEPARTED FOR LEBANON, OREGON. HE STATED THAT WHILE EN ROUTE HE INADVERTENTLY ENTERED A CLOUD AT NIGHT WHILE DESCENDING TO LAND AT HIS DESTINATION. HE INITIATED A CLIMB AND RECEIVED AN IFR CLEARANCE. WHEN HE BROKE OUT OF IMC CONDITIONS, HE CANCELED IFR AND REDUCED POWER FROM 2600 RPM TO ABOUT 2200 RPM AND DESCENDED, WITHOUT USING CARBURETOR HEAT. AT ABOUT 2000 FEET THE ENGINE QUIT AND THE PROP STOPPED WITHOUT WARNING. NO EVIDENCE OF ANY MECHANICAL PROBLEM WAS FOUND DURING THE INVESTIGATION AND THE PILOT STATED THAT HE BELIEVED THE ENGINE STOPPAGE TO BE DUE TO CARBURETOR ICING WHICH WAS NOT PRECEDED BY ROUGHNESS OR POWER DECREASE. ## Factual narrative On March 3, 1995, approximately 2030 hours Pacific standard time, a Cessna 150H, N6663S, registered to and being flown by a certificated private pilot, was destroyed during collision with terrain following a total loss of power while en route to Lebanon, Oregon. The aircraft crashed approximately three miles north of Albany, Oregon, and the pilot sustained minor injuries. Variable meteorological conditions existed and an IFR flight plan had been executed. The flight, which was personal, was to have been operated under 14CFR91, and originated from Pendleton, Oregon, with a fuel stop at Mulino, Oregon. The pilot reported that he had inadvertently entered a cloud while descending at about 3000 feet msl. He initiated a climb and obtained an IFR clearance to Corvallis, Oregon. He was then cleared to descend to 4000 feet and broke out of IMC over Albany, Oregon. He then canceled IFR, reduced power from 2600 to about 2200 rpm, and quickly descended to 2000 feet for the remainder of his flight. He stated that shortly after reaching 2000 feet the engine quit and the prop stopped without warning. The pilot executed a forced landing under dark night conditions during which the aircraft impacted a power pole and came to rest inverted in a residential yard. The pilot also reported in an interview with the investigator in charge that he acquired five gallons of (unleaded) auto fuel while at Mulino as the aviation fuel supplier was closed. This fuel was transported in a metal container and poured into the left wing tank and mixed with the remaining aviation fuel. The pilot also reported that he utilized carburetor heat on the Pendleton-Mulino leg of his flight but did not use it after departing Mulino. Inspection of the aircraft by the FAA revealed that the carburetor heat was in the cold position, and no mechanical discrepancies were found. The pilot stated that he believed the engine stoppage to have been due to carburetor icing which was not preceded by engine roughness or power decrease. The aircraft had been modified by installation of a Lycoming powerplant using a supplemental type certificate. ## Aircraft - Registration: [N6663S](https://openairdocs.org/deregistered/N6663S-2000-05-01), registration cancelled 2000-05-01, S/N 15067463 (OpenAirDocs) - Reported make and model: CESSNA 150H - Registry model: [Cessna 150H](https://openairdocs.org/model/cessna-150h) (registry code 2071818) (OpenAirDocs) - Category: Airplane - Serial number: 15067463 - Engines: LYCOMING O-320-E2D 150 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Meadowbrook, Paul - Airworthiness certificate: Standard, Normal - Departed: 4S9, MULINO, OR - Destination: S30, LEBANON, OR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 885 total, 600 in this make and model, 788 as pilot in command, 15 in the last 90 days, 6 in the last 30 days ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 160° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: 3,100 ft broken - Temperature: 46 °F, dew point 37 °F - Altimeter: 29.00 inHg - Observed at: CVO, 15 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 19950303005879A](https://openairdocs.org/incident/19950303005879A), Mar 3, 1995: Cessna 150H, Albany, OR, Destroyed. Lost power after descending thru a cloud layer. Using auto fuel and avgas failed use carb heat. Crashed on landing. 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.