CLARKSTON, WA, USA
N50765
CESSNA 150
THE AIRCRAFT DEPARTED WITH 20 GALLONS OF AUTO GAS, AND AFTER CONDUCTING SEVERAL TOUCH & GO LANDINGS, THE PILOT IN COMMAND DEPARTED THE PATTERN. SHORTLY THEREAFTER, THE ENGINE BEGAN SPUTTERING AND LOSING POWER. THE PILOT APPLIED CARBURETOR HEAT BRIEFLY WITH NO APPARENT EFFECT, THEN RETURNED IT TO THE COLD POSITION. THE TEMPERATURE\DEW POINT IMMEDIATELY PRECEDING THE ACCIDENT WAS 40/33 DEGREES F. WITH MULTIPLE CLOUD LAYERS BEGINNING 2000 FEET ABOVE THE CRASH SITE. PRECIPITATION AS DRIZZLE WAS RECORDED 45 MINUTES BEFORE THE ACCIDENT. THE PILOT EXECUTED A FORCED LANDING IN A PLOWED FIELD CROSSING THE FURROWS AT AN APPROXIMATE 60 DEGREE ANGLE. DURING THE ROLLOUT, THE NOSE LANDING GEAR COLLAPSED.
On February 27, 1994, at approximately 1427 hours Pacific standard time (PST), a Cessna 150, N50765, registered to and being flown by Harold E. Hedrick, a commercially certificated pilot, sustained substantial damage when the aircraft nosed over during a forced landing following a power loss near Clarkston, Washington. The pilot and passenger were uninjured. Visual meteorological conditions prevailed and no flight plan had been filed. The flight, which was personal in nature, was to have been operated in accordance with the requirements set forth in 14CFR91, and originated from Lewiston, Idaho, at approximately 1345 hours. The pilot reported that after several touch and go landings, he departed the pattern westbound. Shortly thereafter the engine began "sputtering" and he was unable to maintain altitude. He executed a forced landing to a plowed field landing approximately 60 degrees to the furrows (refer to photograph 01). During the rollout the nose wheel collapsed and the aircraft nosed over. The elevation of the accident site was approximately 450 feet above sea level (refer to CHART I). The pilot report that the aircraft had a total of 20 gallons of automotive fuel aboard when it took off from the Lewiston Airport. The pilot was interviewed by telephone by the Investigator in Charge and reported that he applied carburetor heat, observed no change in engine performance, and returned the carburetor heat to the cold position. The aircraft was transported to the facilities of Gustin Aviation at the Lewiston Airport, Lewiston, Idaho, following the accident. Mr. Ron Gustin examined the engine at that time and found no evidence of any mechanical malfunction. Selected meteorological observing system (AMOS) reports taken at the Lewiston airport (elevation: 1,438 feet above sea level) on the afternoon of the accident were recorded as follows: 1349 hours: ceiling measured 1,100' broken; 2,100' overcast 10 miles visibility in light drizzle; temperature 40 deg F., dew point 34 deg. F.; winds 140 deg. (true) at 5 knots; altimeter 30.07 inches of Hg. 1409 hours: sky condition 1,000' scattered, ceiling measured 1,700' broken, 5,000' overcast; 10 miles visibility; temperature 40 deg F., dew point 33 deg. F.; winds 160 deg. (true) at 5 knots; altimeter 30.07 inches of Hg. remarks: drizzle ended at 1405 hours
THE PILOT IN COMMAND'S INADEQUATE USE OF CARBURETOR HEAT. FACTOR(S) WERE: CARBURETOR ICING WEATHER CONDITIONS AND ROUGH TERRAIN.
Source: NTSB Aviation Accident Database
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