VANCOUVER, WA, USA
N3272J
Cessna 150G
The pilot stated that after power application during a touch-and-go the aircraft 'did not seem to accelerate normally.' He elected to continue the takeoff, and checked power and that the carburetor heat was in. He stated that 'I used every inch of the runway', and that after becoming airborne, the plane climbed only to 20 feet, 'then seemed to settle and slow.' As the airplane approached trees off the end of the runway, the pilot became concerned that he would not clear them and made a straight-ahead forced landing. The airplane's nose gear collapsed during the forced landing; the airplane's nose then dug into soft earth and the airplane flipped over. Temperature and dew point conditions reported at Portland, Oregon, 8 nautical miles away, were in a regime of 'serious icing - any power' on a Transport Canada carburetor icing hazard probability chart.
On February 19, 1996, approximately 1308 Pacific standard time, a Cessna 150G, N3272J, registered to Evergreen Flying Service of Vancouver, Washington, was substantially damaged when it nosed over during a forced landing following a partial loss of engine power on a touch-and-go takeoff from Evergreen Airport in Vancouver. The private pilot was not injured; a passenger received minor injuries. Visual meteorological conditions existed and no flight plan had been filed for the local 14 CFR 91 flight from Evergreen. According to the U.S. Government Airport/Facility Directory (A/FD), Evergreen's runway 28R is 2,545 feet long. The runway is asphalt-surfaced except for the last 400 feet, which is reported in the A/FD as gravel. Overhead aerial imagery in the 1994 Pilot's Guide to Washington Airports (Washington State Department of Transportation) shows the word "EVERGREEN" on this runway in large letters at approximately the midfield point of the runway. Measurements taken from the aerial imagery indicate a distance of approximately 1,289 feet from the letter "N" to the west end of the runway, and approximately 1,032 feet from the first letter "E" to the west end, based on the reported 2,545 foot length. The pilot reported the following concerning the sequence of events: Landed normally after first takeoff, with the intention of a touch and go. At decision point of full stop or touch and go, I was approx[imately] 200' or so from reaching "the letters". Normal practice is that if you can get back on the power before reaching the letters (EVERGREEN painted on center of runway), then there is plenty of runway for a touch and go. I proceeded with touch and go. Aircraft did not seem to accelerate normally. I used every inch of the runway, and rotated just above 60 mph. Plane climbed about 20 feet, then seemed to settle and slow. Leveled off to maintain approx[imately] 65 mph, but plane would not climb. Flying level, not climbing, and looking right at the trees, I was convinced I would never clear them. Proceeded to make a straight ahead forced landing....Pointed the nose down, straight ahead. Touched down (wings) level only a few hundred yards from the end of the runway. Front gear collapsed, prop struck, slid about 200 feet. Just before stopping, the nose dug into the soft earth and the plane gently tipped over on [its] nose. In a telephone interview, the pilot stated that upon noting the slow acceleration, he checked power and carburetor heat in. When queried about the weather conditions, he replied that it was a "perfect day for carburetor icing." The passenger reported: "Approaching runway, [the pilot] overshot it to the right. [H]e straightened it out for touch and go. I remember landing on or after Evergreen sign on runway. [L]anded then attempted to take off for touch and go. We were just taking off the ground at the edge of [r]unway. We were between 5-10 feet off ground. I knew we were headed pretty close to trees in front. All of a sudden we did nose dive into field and flipped up side down and slid a long way up side down." A Clark County sheriff's deputy reported that he interviewed both the pilot and the passenger in his patrol car after the accident. His report stated: "[The pilot] said that there are a series of numbers on the runway that signify when a decision is to be made to complete the touch and go, or to actually keep the aircraft on the ground. [The pilot] said that when he reached that particular set of numbers, he attempted to pull the aircraft up to a safe altitude. He said that the plane was not accelerating, or rising. [The pilot] said that his [aircraft's] flaps were in the up position, and the throttle was at full power....[The passenger's] version of the accident was the same as [the pilot's]....Everything that [the passenger] told me was a repeat of [the pilot's] interview." A FAA inspector who examined the aircraft after the accident reported: "The propeller was bent and extremely curled at the tips....All [airworthiness directives] were complied with and no defects were noted....the carb heat function operated satisfactorily....The fuel sample taken from both tanks was good with no indication of water or contaminants present. Fuel was also present on the carburetor bowl and the jets were operable." He also reported that the aircraft's annual and 100-hour inspection requirements had been complied with, and that the aircraft was within its allowable gross weight limitations based on reported loading at the time of the accident. The operator reported that the engine had 351 hours of service since its last overhaul. The 1256 automated weather observation at Portland, Oregon, 8 nautical miles from Evergreen, gave winds as being from 190 degrees at 8 knots, temperature 54 degrees F, dew point 40 degrees F, and altimeter setting 29.47 inches Hg. According to a Transport Canada carburetor icing hazard chart, this combination of temperature and dew point conditions is in a regime of "serious icing - any power", bordering near a regime of "moderate icing - cruise power or serious icing - descent power." The 1966 Cessna 150G owner's manual states: "It is important to check full-throttle engine operation early in the takeoff run. Any signs of rough engine operation or sluggish engine acceleration is good cause for discontinuing the take-off....The engine should run smoothly and turn approximately 2375 to 2475 RPM with carburetor heat off." The manual indicates that the nose wheel is lifted at 50 MPH on a normal takeoff. The manual gives the following operating speeds: best rate-of-climb, 72 MPH at sea level; best angle-of-climb, 52 MPH at sea level; and power-off stall, 55 MPH with flaps up, gross weight 1600 pounds, and zero bank. Based on temperature and pressure in the 1256 Portland observation and Evergreen's field elevation of 310 feet above sea level, density altitude at Evergreen was approximately 607 feet. The Cessna 150G owner's manual indicates a 40-degree-flaps/power-off landing ground roll distance of 451 feet and a flaps-retracted takeoff ground roll distance of 777 feet at this density altitude, based on zero wind, hard-surfaced runway and 1600 pounds gross weight. The sum of the landing and takeoff ground roll distances is 1,228 feet.
the pilot's failure to use carburetor heat, and his delay in aborting the takeoff after noting sluggish acceleration. Factors were: the carburetor icing conditions, the trees off the end of the runway, and the soft ground conditions in the forced landing area.
Source: NTSB Aviation Accident Database
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