# NTSB WPR13CA252: Cessna 172A, N7701T, Eatonville, WA, May 31, 2013 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Data collection · Final report - Date: May 30, 2013, 17:15 local (May 31, 2013, 00:15 UTC) - Place: Eatonville, WA - Coordinates: 46.871665, -122.257225 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=46.8717&lon=-122.2572&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-descent: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report July 23, 2013 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 87039 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR13CA252 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/87039/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=87039 - Page: https://openairdocs.org/ntsb/WPR13CA252 ## Probable cause A partial loss of engine power due to carburetor icing and the pilot's failure to maintain adequate airspeed during a go-around, which resulted in a stall. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Cessna 172A, 2 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=2072404), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [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: [Cessna 172A, 1 case](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=2072404), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 172A, 6 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=2072404), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-descent: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Cessna 172A, 1 case](https://openairdocs.org/ntsb-events/342/sequence.md?model=2072404), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Approach-VFR go-around: Loss of control in flight](https://openairdocs.org/ntsb-events/240); cases with it: [Cessna 172A, 2 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=2072404), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) ## Analysis The pilot stated that when he was 35 miles from his destination he reduced power to descend from 6,500 feet to 3,000 feet, and applied carburetor heat. When he added power to level off at 3,000 feet, the engine rpm stabilized between 1,800 to 2,000 rpm. The pilot stated that he suspected carburetor ice and applied carburetor heat again, but the engine did not regain full power. He diverted to a nearby airport and entered the pattern for the northern runway. During the landing sequence he determined that he was landing long. He applied power to perform a go-around, however, the engine only accelerated to 1,500 - 1,600 rpm. As he flew the airplane into a left turn to avoid trees the airplane stalled, entered a descent, and impacted a house. The carburetor icing chart indicated the possibility of serious carburetor icing at the reported temperatures. The Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25A) states that first indication of carburetor ice in an airplane with a fixed-pitch propeller is a decrease in engine rpm. Additionally, it states that when conditions are conductive to carburetor icing that carburetor heat should be applied immediately and should be left ON until the pilot is certain all the ice has been removed. If ice is present applying partial heat or leaving heat on for an insufficient time might aggravate the situation. Postaccident examination of the airframe and engine revealed no preimpact mechanical malfunctions or failure that would have precluded normal operation. ## Factual narrative The pilot stated that when he was 35 miles from his destination he reduced power to descend from 6,500 feet to 3,000 feet, and applied carburetor heat. When he added power to level off at 3,000 feet, the engine rpm stabilized between 1,800 to 2,000 rpm. The pilot stated that he suspected carburetor ice and applied carburetor heat again but the engine did not regain full power. He diverted to a nearby airport and entered the pattern for the northern runway. During the landing sequence he determined that he was landing long. He applied power to perform a go-around, however, the engine only accelerated to 1,500 - 1,600 rpm. As he flew the airplane into a left turn to avoid trees the airplane stalled, entered a descent, and impacted a house. The carburetor icing chart indicated the possibility of serious carburetor icing at the reported temperatures. The Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25A) states that first indication of carburetor ice in an airplane with a fixed-pitch propeller is a decrease in engine rpm. Additionally, it states that when conditions are conductive to carburetor icing that carburetor heat should be applied immediately and should be left ON until the pilot is certain all the ice has been removed. If ice is present applying partial heat or leaving heat on for an insufficient time might aggravate the situation. Postaccident examination of the airframe and engine revealed no preimpact mechanical malfunctions or failure that would have precluded normal operation. ## Aircraft - Registration: [N7701T](https://openairdocs.org/deregistered/N7701T-2018-02-08), registration cancelled 2018-02-08, S/N 47301, built 1960 (OpenAirDocs) - Reported make and model: CESSNA 172A - Registry model: [Cessna 172A](https://openairdocs.org/model/cessna-172a) (registry code 2072404) (OpenAirDocs) - Registry engine: [Continental 0-300 series](https://openairdocs.org/engine/continental-0-300-series) (registry code 17022, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 47301 - Airframe hours: 3403 - Engines: CONT MOTOR O-300 SER 145 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Reid Matthew J - Registered owner: Reid Matthew J - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 21, 2013 - Departed: KEUG, Eugene, OR - Destination: KRNT, Renton, WA - Airport: K2W3, Swanson Airport, runway 34, 2,990 × 36 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 38; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review January 27, 2013; flight hours: 357 total, 294 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 280° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 2,400 ft broken - Temperature: 55 °F, dew point 50 °F - Altimeter: 30.18 inHg - Observed at: KTCM, 17 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 20130530009299A](https://openairdocs.org/incident/20130530009299A), May 30, 2013: Cessna 172A, Eatonville, WA, Substantial damage. On descent from 6000' pilot reported applying carburetor heat, yet encountered loss of power when leveling off at 3000'. Pilot diverted to nearest airport.… ## Docket (5 files) The files NTSB released with the investigation on June 18, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=87039. 1.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394891&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Record of Conversation with the Pilot (item 2, .PDF, 240 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394892&FileExtension=.PDF&FileName=Record%20of%20Conversation%20with%20the%20Pilot-Redacted.PDF - FAA On Scene Examination (item 3, .PDF, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394893&FileExtension=.PDF&FileName=FAA%20On%20Scene%20Examination-Redacted.PDF - FAA-H-8083-25A (Carburetor Ice) (item 4, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394916&FileExtension=.PDF&FileName=FAA-H-8083-25A%20(Carburetor%20Ice)-Master.PDF - Carburetor Ice Probability Chart (item 5, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394998&FileExtension=.PDF&FileName=Carburetor%20Ice%20Probability%20Chart-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.