# NTSB WPR13LA101: Cessna 150L, N18690, Matlock, WA, January 24, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 24, 2013, 15:45 local (23:45 UTC) - Place: Matlock, WA - Coordinates: 47.407222, -123.688888 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=47.4072&lon=-123.6889&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report January 13, 2014 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 86081 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR13LA101 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/86081/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=86081 - Page: https://openairdocs.org/ntsb/WPR13LA101 ## Probable cause A partial loss of engine power after a descent to a lower altitude due to the student pilot's delayed action in applying carburetor heat while operating in conditions conducive to carburetor icing. ## 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 · Contributed to outcome (probable cause); cases with it: [Cessna 150L, 7 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=2071826), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Action: delayed action](https://openairdocs.org/ntsb-findings/02041025): Personnel issues › Action/decision · Student/instructed pilot (probable cause); cases with it: [Cessna 150L, 9 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md?model=2071826), [All aircraft, 894 cases](https://openairdocs.org/ntsb-findings/02041025/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 (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Cessna 150L, 11 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=2071826), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Enroute-cruise: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 150L, 18 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2071826), [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: [Cessna 150L, 37 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2071826), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Landing-flare/touchdown: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Cessna 150L, 11 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=2071826), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The student pilot reported that while he was on his first solo cross country flight, the weather started to deteriorate. He descended to a lower altitude and as he proceeded towards the nearest airport, he noticed that the vertical speed indicator indicated a descent of 700 feet per minute. The pilot applied full power and the airplane continued to descend. The pilot elected to land on a nearby road. During the descent he ensured that the throttle was at full power, the mixture was full rich, and the fuel selector was on both fuel tanks. While on a base leg, the pilot applied carburetor heat. When he turned final he observed that he was too high; he idled the power and slipped the airplane to lose altitude. During the landing flare the left wing struck a sign; the airplane departed the roadway and came to rest inverted about 20 feet from the roadway. A postaccident examination and run of the engine revealed no mechanical failures or malfunctions that would have precluded normal operation. Weather at the time of the accident reported a temperature of 4 degrees C, and a dewpoint of 4 degrees C. When graphed on the Carburetor Icing Probability Chart provided by the Federal Aviation Administration, these weather conditions were conducive for serious icing at cruise power. It is likely that the pilot's delayed action in applying carburetor heat resulted in a partial loss of engine power due to carburetor icing. ## Factual narrative On January 24, 2013, about 1545 Pacific standard time, a Cessna 150L, N18690, experienced a partial loss of engine power during cruise flight near Matlock, Washington. The pilot subsequently made an off airport forced landing onto a road. The student pilot was uninjured and the airplane sustained substantial damage to the right wing. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a solo cross country flight. Visual meteorological conditions prevailed and a visual flight rules flight plan had been filed, but was unopened for the flight destined for the Bremerton National Airport (PWT), Bremerton, Washington. The student pilot reported that he was on the return leg of his first solo cross country flight. About 20 minutes into the flight, he was flying at an altitude of about 3,500 feet above ground level (agl) when the weather started to deteriorate. He descended to an altitude of about 2,500 feet agl and proceeded to the nearest airport that was reporting better weather. En route, he observed that the vertical speed indicator indicated a descent of 700 feet per minute. The pilot applied full power, but the airplane continued to descend; he elected to land onto a nearby road. During the descent he ensured that the mixture was full rich, the fuel selector was on both fuel tanks, and the throttle was at full power. The pilot made a left traffic pattern around the road and just before he turned base he turned on the carburetor heat. As he turned final he observed that the airplane was too high, he idled the throttle and initiated a slip to lose altitude. During the landing flare, the airplane struck a sign along the left side of the road, departed the roadway and came to rest inverted about 20 feet from the road surface. During the accident sequence, the left wing and empennage were substantially damaged. A post-accident visual inspection of the engine revealed no visual anomalies. The cylinder rocker covers and spark plugs were removed; when compared to the Champion AV-27 chart, the spark plug electrode areas were consistent with 'normal' wear. The valves were undamaged and contained no abnormal thermal discoloration. Cylinder compression and valve continuity was obtained from all cylinders. The removed engine components were reinstalled and the engine was prepared for an engine test run. The airplane was started and idled temporarily before it was operated at various RPMs. There were no noted mechanical failures or malfunctions with the airplane's engine. The nearest weather reporting station, Sanderson Field Airport in Shelton, Washington, was located at about 11 miles to the east of the accident scene. At 2353, weather was reported as few clouds at 1,700 feet agl, broken clouds at 4,200 feet agl, and overcast clouds at 5,500 feet agl, light rain, 10 miles of visibility, temperature 4 degrees C, dewpoint 4 degrees C, and an altimeter setting of 30.07 inches of mercury. Thetemperature and dewpoint were graphed on the Carburetor Icing Probability Chart provided in the Federal Aviation Administration Special Airworthiness Carburetor Icing Prevention Information Bulletin and the conditions were conducive for serious icing at cruise power. ## Aircraft - Registration: [N18690](https://openairdocs.org/deregistered/N18690-2014-04-28), registration cancelled 2014-04-28, S/N 15074044, built 1972 (OpenAirDocs) - Reported make and model: CESSNA 150L - Registry model: [Cessna 150L](https://openairdocs.org/model/cessna-150l) (registry code 2071826) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15074044 - Year built: 1972 - Airframe hours: 5574 - Engines: CONT MOTOR O-200 SERIES 100 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Andrew Hansen - Registered owner: Andrew Hansen - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 12, 2012 - Departed: HQM, Hoquiam, WA - Destination: PWT, Bremerton, WA - Flight plan: VFR - Airport: SHN, Sanderson Field Airport - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Student pilot; age 23; injuries: none; student; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; seat: left; flight hours: 79 total, 30 in this make and model, 13 as pilot in command, 17 in the last 90 days, 11 in the last 30 days ## Weather - Conditions: Visual (VMC), Dusk - Wind: 110° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: 4,200 ft broken - Temperature: 39 °F, dew point 39 °F - Altimeter: 30.06 inHg - Observed at: SHN, 11 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 20130124002609A](https://openairdocs.org/incident/20130124002609A), Jan 24, 2013: Cessna 150L, Matlock, WA, Substantial damage. The student pilot was on his first solo cross county flight and had departed bremerton, WA. And had landed at the hoquim, WA. Airport. The pilot stated he had… ## Other investigations on N18690 (1) 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. - [NTSB CHI73DEP42](https://openairdocs.org/ntsb/CHI73DEP42), May 3, 1973: Cessna 150 (N18690), Sheboygan, WI, substantial damage ## Docket (4 files) The files NTSB released with the investigation on November 15, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=86081. 1.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 462 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40386935&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Engine Run Examination (5 Embedded Images) (item 2, .PDF, 5 photos, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40403653&FileExtension=.PDF&FileName=Engine%20Run%20Examination%20(5%20Embedded%20Images)-Master.PDF - Federal Aviation Administration Special Airworthiness Information Bulletin - Carburetor Icing Prevention (item 3, .PDF, 82 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40403577&FileExtension=.PDF&FileName=Federal%20Aviation%20Administration%20Special%20Airworthiness%20Information%20Bulletin%20-%20Carburetor%20Icing%20Prevention-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 4, .PDF, 235 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40403656&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.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.