# NTSB WPR11LA193: Bartholomew Lancair 320, N320BB, Temple Bar, AZ, April 8, 2011 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: April 8, 2011, 11:30 local (18:30 UTC) - Place: Temple Bar, AZ - Coordinates: 36.034721, -114.320274 - Nearby events: https://openairdocs.org/map.md?lat=36.0347&lon=-114.3203&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report March 27, 2012 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration FSDO - NTSB case key (mKey): 78820 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR11LA193 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/78820/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=78820 - Page: https://openairdocs.org/ntsb/WPR11LA193 ## Probable cause The pilot did not use carburetor heat in cruise flight while operating in an area conducive to carburetor icing, which resulted in a loss of engine power. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Effect on equipment (probable cause); cases with it: [Bartholomew Charles W LANCAIR 320, 1 case](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=056038V), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Bartholomew Charles W LANCAIR 320, 1 case](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=056038V), [All aircraft, 792 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md) - [Ice/rain protection system: intake anti-ice, deice](https://openairdocs.org/ntsb-findings/01023020): Aircraft › Aircraft systems · Not used/operated (probable cause); cases with it: [Bartholomew Charles W LANCAIR 320, 1 case](https://openairdocs.org/ntsb-findings/01023020/cases.md?model=056038V), [All aircraft, 108 cases](https://openairdocs.org/ntsb-findings/01023020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Bartholomew Charles W LANCAIR 320, 1 case](https://openairdocs.org/ntsb-events/341/sequence.md?model=056038V), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Bartholomew Charles W LANCAIR 320, 1 case](https://openairdocs.org/ntsb-events/440/sequence.md?model=056038V), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-flare/touchdown: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Bartholomew Charles W LANCAIR 320, 1 case](https://openairdocs.org/ntsb-events/470/sequence.md?model=056038V), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis According to the pilot, the airplane was in cruise flight at 5,500 feet mean sea level (msl) when he observed haze ahead, and he decided to descend to 3,500 feet msl. The pilot reported that, at 4,000 feet msl, the engine began to lose power. The pilot stated that he cycled the throttle and then the propeller, but the engine power was not restored. The pilot then turned on the fuel boost pump with no change in power noted. The pilot said that he did not apply carburetor heat. The pilot said that, about 300 to 400 feet above ground level, the engine "finally reached what felt like near idle." During the forced landing, the airplane collided with an embankment. The regional weather conditions at the time of the accident were such that the route of flight was directly into a cold front with increasing moisture and relative humidity. A weather station about 11 nautical miles from the accident site reported a temperature of 32 degrees F and dew point of 30 degrees F at the time of the accident. These weather conditions were conducive to the formation of serious carburetor icing at cruise power. A postaccident examination of the engine found no preaccident mechanical malfunctions or failures that would have precluded normal operation. It is likely the engine began to lose power due to carburetor ice and that the timely application of carburetor heat would have restored engine power. ## Factual narrative On April 8, 2011, approximately 1130 Pacific daylight time, a Bartholomew Lancair 320 experimental amateur-built airplane, N320BB, sustained substantial damage during a forced landing following a loss of engine power near Temple Bar Airport (U30), Temple Bar, Arizona. The commercial pilot, the sole occupant, received minor injuries. The owner/pilot was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the personal cross-country flight, which had originated in Las Vegas, Nevada, approximately 20 minutes before the accident. A flight plan had not been filed. According to the pilot, he was in cruise flight at 5,500 feet mean sea level (msl) when he observed haze ahead, and he decided to descend to 3,500 feet msl. At about 4,000 feet msl, he noticed “the engine slowly winding back.” The pilot stated that he cycled the throttle and then the propeller, but engine power was not restored. The pilot then turned on the fuel boost pump with no change in power noted. The pilot reported that he did not apply carburetor heat. Approximately 300 to 400 feet above ground level (agl), the engine "finally reached what felt like near idle." During the forced landing, the airplane collided with an embankment and the landing gear collapsed, the right wing and the bottom of the fuselage were damaged, and the rudder separated from the vertical stabilizer. The regional weather at the time of the accident included a low pressure over southern Utah with a cold front extending on a north-south line across Arizona into Mexico. The front was immediately east of the accident site and perpendicular to the pilot’s route of flight. Departure weather at North Las Vegas Airport, at 1053, was: wind 170 degrees at 15 knots, gusting to 25 knots; visibility 10 miles; clear of clouds; temperature 52 degrees Fahrenheit (F); dew point 18 degrees F. As the flight proceeded eastward, weather observations and satellite imagery indicate that cloud cover increased and became lower, with increasing moisture and relative humidity. At 1124, the weather at Kingman, Arizona, located 160 degrees for 50 nautical miles (nm) from the accident site, was: wind 240 degrees at 14 knots; visibility 6 miles; clouds starting at 900 feet agl, with overcast conditions at 1,600 feet agl; temperature 37 degrees Fahrenheit; dew point 36 degrees Fahrenheit. Kingman was also reporting light rain and mist, with deteriorating conditions by 1205 of light snow and overcast cloud conditions at 900 feet agl. A Remote Automated Weather Station (RAWS), a Federal interagency weather station, was located approximately 010 degrees for 11 nm from the accident site. At the time of the accident, the RAWS reported a temperature of 32 degrees F and dew point of 30 degrees F. According to a carburetor icing chart, this temperature and dew point place the airplane in serious carburetor icing conditions at cruise power. Postaccident examination of theengine was performed by a Federal Aviation Administration inspector and no deficiencies were noted that would have precluded normal engine operation. A detailed report of this examination can be found in the public docket for this investigation. ## Aircraft - Registration: [N320BB](https://openairdocs.org/deregistered/N320BB-2014-11-17), registration cancelled 2014-11-17, S/N FB333, built 1997 (OpenAirDocs) - Reported make and model: BARTHOLOMEW LANCAIR 320 - Registry model: [Bartholomew Charles W LANCAIR 320](https://openairdocs.org/model/bartholomew-charles-w-lancair-320) (registry code 056038V) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: FB333 - Airframe hours: 765 - Engines: LYCOMING O-320 SERIES 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Douglas Tyrone - Registered owner: Douglas Tyrone - Airworthiness certificate: Special, Experimental (Special); Standard, Normal - Last inspection: Condition, November 4, 2010 - Departed: VGT, North Las Vegas, NV - Destination: AEG, Albuquerque, NM ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 37; injuries: minor; commercial, military; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review February 18, 2010; seat: left; flight hours: 2,995 total, 220 in this make and model, 2,995 as pilot in command, 65 in the last 90 days, 19 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 17 knots, gusting 26 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 54 °F, dew point 14 °F - Altimeter: 29.67 inHg - Observed at: LAS, 40 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 20110408008049A](https://openairdocs.org/incident/20110408008049A), Apr 8, 2011: Bartholomew Charles W LANCAIR 320, Temple Bar, AZ, Substantial damage. Pilot stated that at approximately 0700 on 040811 he conducted the first of two engine runs, one at idle power for 20 minutes, the second at 1800-2400 RPM for… ## Docket (7 files) The files NTSB released with the investigation on January 27, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=78820. 5.6 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361716&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot Statement (item 2, .PDF, 313 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361718&FileExtension=.PDF&FileName=Pilot%20Statement-Redacted.PDF - Witness Statements (item 3, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361717&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Weather Report (item 4, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361719&FileExtension=.PDF&FileName=Weather%20Report-Master.PDF - FAA Statement (item 5, .PDF, 155 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361720&FileExtension=.PDF&FileName=FAA%20Statement-Master.PDF - Icing Chart (item 6, .PDF, 166 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361721&FileExtension=.PDF&FileName=Icing%20Chart-Master.PDF - Record of Conversation - Owner/Pilot (item 7, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40361771&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20Owner%2FPilot-Master.PDF 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.