CONWAY, AR, USA
N23303
Cessna 150H
The private pilot reported that the engine lost power without warning while descending on final approach. The airplane was configured with 10 degrees of flaps as she established the airplane on a long final approach for the runway. She added that while the airplane was descending through 1,600 feet msl, she noted that the rate of descent was higher than she anticipated, so she added power to arrest the rate of descent. The pilot further stated that the engine failed to respond to her power application. The 606-hour pilot told the FAA inspector that the airplane was over a residential area and after failing to reestablish engine power, she elected to 'stall-out the airplane over the trees to avoid impacting the houses.' The right wing of the airplane collided with a wire resulting in the airplane's change of direction, and subsequent impact with the ground. Fuel was found in both fuel cells. The temperature at the time of the accident was reported at 48.2 degrees, with the dew point at 42.8 degrees Fahrenheit. According to the enclosed carburetor icing probability chart, the temperature and dew point combination places the aircraft in the probability range for serious carburetor icing.
On January 10, 1999, at 1310 central standard time, a Cessna 150H airplane, N23303, was substantially damaged during a forced landing following the loss of engine power while on final approach near Conway, Arkansas. The non-instrument rated private pilot and her passenger were not injured. The airplane was registered to and operated by the Bobwhite Hill Ranch, Inc., also of Conway, Arkansas. Visual meteorological conditions prevailed for the Title 14 CFR Part 91 local flight for which a flight plan was not filed. The personal flight originated from the pilot's private grass airstrip approximately 5 minutes prior to the accident. The pilot reported that, as part of a local orientation flight for her passenger, she intended to land at the Dennis F. Cantrell Field Airport near Conway, Arkansas. After entering the traffic pattern on a modified right base, the pilot stated that she configured the airplane with 10 degrees of flaps as she established the airplane on a long final approach for runway 25. She reported that she reduced the engine power to between 1,500 and 1,600 RPM, and applied carburetor heat. The pilot added that while the airplane was descending through 1,600 feet msl, she noted that the rate of descent was higher than she anticipated, so she added power to arrest the rate of descent. The pilot further stated that the engine failed to respond to her power application; however, the propeller continued wind milling. The 606-hour pilot told the FAA inspector who responded to the accident site that the airplane was over a residential area and after failing to reestablish engine power, she elected to "stall-out the airplane over the trees to avoid impacting the houses." The pilot further stated that the right wing of the airplane collided with a utility wire resulting in the airplane's change of direction. The main landing gear impacted a ditch on the shoulder of the highway. The airplane came to rest on an easterly direction between a busy highway and a residence. Examination of the wreckage by the FAA inspector revealed that the aft portion of the empennage was bucked aft of the baggage compartment, and the horizontal and vertical stabilizers, as well as the left wing sustained structural damage. The inspector added that fuel was found in both fuel cells. The temperature at the time of the accident was reported at 48.2 degrees, with the dew point at 42.8 degrees Fahrenheit. According to the enclosed carburetor icing probability chart, the prevailing temperature and dew point combination places the aircraft in the probability range for serious carburetor icing.
The loss of engine power due to carburetor ice during the approach to land. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB Aviation Accident Database
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