# NTSB WPR20LA022: Cessna 150, N704QJ, Red Rock, AZ, November 13, 2019 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: November 13, 2019, 00:15 local (07:15 UTC) - Place: Red Rock, AZ - Coordinates: 32.476112, -111.337776 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.4761&lon=-111.3378&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Fuel related](https://openairdocs.org/ntsb-events/190) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 100567 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR20LA022 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/100567/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=100567 - Page: https://openairdocs.org/ntsb/WPR20LA022 ## Probable cause A total loss of engine power due to carburetor icing. Contributing to the accident was the pilot’s improper use of carburetor heat. ## 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 operation (probable cause); cases with it: [Cessna 150M, 9 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=2071830), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Action: incorrect action selection](https://openairdocs.org/ntsb-findings/02041010): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 150M, 1 case](https://openairdocs.org/ntsb-findings/02041010/cases.md?model=2071830), [All aircraft, 397 cases](https://openairdocs.org/ntsb-findings/02041010/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Fuel related](https://openairdocs.org/ntsb-events/190) (defining event); cases with it: [Cessna 150M, 7 cases](https://openairdocs.org/ntsb-events/190/sequence.md?model=2071830), [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/sequence.md) - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Cessna 150M, 20 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2071830), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 150M, 17 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2071830), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 150M, 39 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2071830), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that he recently purchased the airplane, and the accident flight was a familiarization flight. After taking off, he conducted some maneuvers before proceeding to another airport to perform a touch-and-go landing. About 6 miles away from the airport, he reduced the power setting to about 1,900 rpm and started the descent to land; about 1 mile from the airport, he reduced power to 1,500 rpm, and then idle on final approach. He stated that he applied carburetor heat about halfway to reduce its effect on engine performance. During takeoff following the touch-and-go landing, the airplane started to shake, and about 1,500 ft above the ground, the engine lost total power. The pilot performed a forced landing to a field; during which the nose landing gear collapsed, resulting in substantial damage. About 8 gallons of fuel was drained from the airplane during recovery. The engine was rotated by hand at the propeller, and internal continuity and cylinder compression was confirmed. The atmospheric conditions at the time of the accident were conducive to the development of carburetor icing at glide power settings. Given that the pilot extended the carburetor heat control only halfway, the heat applied was likely insufficient to prevent the formation of carburetor ice during the reduced power descent toward the airport, and the subsequent total loss of power was the result of carburetor icing. ## Factual narrative On November 13, 2019, at 0015 mountain standard time, a Cessna 150 airplane, N704QJ, was substantially damaged when it was involved in an accident near Marana, Arizona. The private pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he recently purchased the airplane, and the accident flight was a familiarization flight. After taking off he conducted some maneuvers before he proceeded to another airport to perform a touch-and-go landing. About 6 miles away from the airport, he reduced the power setting to about 1,900 rpm and started the descent to land; about 1 mile from the airport, he reduced power to 1,500 rpm, and then idle on final approach. He stated that he applied carburetor heat about halfway to reduce its effect on engine performance. During takeoff, the airplane started to shake, and about 1,500 ft above the ground, the engine lost total power. He performed a forced landing to a field; during which the nose landing gear collapsed. Examination of the engine by a Federal Aviation Administration (FAA) maintenance inspector revealed that the handle for the fuel strainer drain was extended about 1/2 inch. In addition, fuel streaking was found on the belly of the airplane extending from the drain port on the bottom of the cowling. The handle was manipulated by hand and operated normally. Engine compression and internal continuity was confirmed when the propeller was rotated by hand. A representative from Textron Aviation reported that, when the carburetor heat control is pulled only halfway out, it will produce half the heat than when fully extended. Weather about the time of the accident indicated a temperature of 14°C and a dewpoint of 0°C. According to FAA Special Airworthiness Information Bulletin (SAIB) CE 09-35, Carburetor Icing Prevention, this temperature/dew point was conducive to the development of icing at glide power settings. SAIB CE-09-35 stated that: …pilots should be aware that carburetor icing doesn't just occur in freezing conditions, it can occur at temperatures well above freezing temperatures when there is visible moisture or high humidity. Icing can occur in the carburetor at temperatures above freezing because vaporization of fuel, combined with the expansion of air as it flows through the carburetor, (Venturi Effect) causes sudden cooling, sometimes by a significant amount within a fraction of a second. Carburetor ice can be detected by a drop in rpm in fixed pitch propeller airplanes and a drop in manifold pressure in constant speed propeller airplanes. In both types, usually there will be a roughness in engine operation. ## Aircraft - Registration: [N704QJ](https://openairdocs.org/deregistered/N704QJ-2021-02-27), registration cancelled 2021-02-27, S/N 15078787, built 1976 (OpenAirDocs) - Reported make and model: Cessna 150 (M) - Registry model: [Cessna 150M](https://openairdocs.org/model/cessna-150m) (registry code 2071830) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15078787 - Year built: 1976 - Engines: Continental O-200 SERIES 100 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Departed: MZJ, Marana, AZ - Destination: GEU, Glendale, AZ - Airport: MZJ, Pinal Airpark, runway 12, 6,849 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 23; injuries: none; private; airplane ratings: single-engine land; medical: class 1, without waivers/limitations; last flight review September 30, 2019; seat: left; restraint: 3-point; flight hours: 152 total, 40 in this make and model, 666 as pilot in command, 105 in the last 90 days, 28 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: 90° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 57 °F, dew point 32 °F - Altimeter: 30.04 inHg - Observed at: AVQ, 8 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 20191113021239A](https://openairdocs.org/incident/20191113021239A), Nov 13, 2019: Cessna 150M, Red Rock, AZ, Substantial damage. Accident investigation N704QJ On November 13 at approximately 2230 MST N704QJ(s/n 15078787) a Cessna 150M departed glendale airport airport (geu) on a flight… ## Other investigations on N704QJ (2) 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 LAX00LA237](https://openairdocs.org/ntsb/LAX00LA237), Jun 21, 2000: Cessna 150M (N704QJ), El Monte, CA, substantial damage. Probable cause: The inadequate maintenance inspection by other maintenance personnel of the exhaust system that resulted in an eroded muffler that allowed hot gases to impinge on magneto wiring and resulted in loss… - [NTSB LAX96LA011](https://openairdocs.org/ntsb/LAX96LA011), Oct 16, 1995: Cessna 150M (N704QJ), Brea, CA, substantial damage. Probable cause: fuel exhaustion due to the pilot's improper leaning procedures and his failure to use the performance charts in the pilot operating handbook to determine fuel consumption rates for the selected… ## Docket (4 files) The files NTSB released with the investigation on May 25, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=100567. 10.2 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 9.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8800533&FileExtension=pdf&FileName=6120_Redacted-Rel.pdf - Record of conversation - pilot (item 2, PDF, 2 pages, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9036751&FileExtension=pdf&FileName=ROC%20Pilot-Rel.pdf - Record of conversation - FAA inspector regarding examination (item 3, PDF, 6 pages, 484 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=8801334&FileExtension=pdf&FileName=ROC%20FAA%20Inspector%20about%20Exam-Rel.pdf - Record of email - Textron representative (item 4, PDF, 1 page, 173 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9036182&FileExtension=pdf&FileName=ROE%20Textron-Rel.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.