MURFREESBORO, TN, USA
N850JW
WARD LONG EZE
REPORTEDLY, THE PILOT HAD FLOWN APPROXIMATELY TWO HOURS ON THE DAY OF THE ACCIDENT, AND WAS RETURNING HOME WHEN HE REPORTED A LOSS OF ENGINE POWER. THE PILOT INFORMED THE TOWER CONTROLLER OF HIS POSITION AND STATED HIS INTENTIONS TO LAND ON A HIGHWAY. AS THE FLIGHT GOT CLOSE TO THE GROUND, THE PILOT SAID THAT HE WOULD ATTEMPT AN EMERGENCY LANDING IN A FIELD NEXT TO THE HIGHWAY. NO FURTHER RADIO COMMUNICATION WAS RECEIVED FROM N850JW. EXAMINATION OF THE AIRCRAFT FAILED TO DISCLOSE A MECHANICAL MALFUNCTION OR COMPONENT FAILURE. THE CARBURETOR HEAT LEVER WAS IN THE COLD POSITION WHEN EXAMINED AT THE ACCIDENT SITE. A REVIEW OF CURRENT WEATHER DATA REVEALED CONDITIONS FAVORABLE FOR THE FORMATION OF CARBURETOR ICE.
On July 29, 1993, at 1431 central daylight time, a Ward Long EZE, N850JW, collided with the ground while attempting a forced landing three miles south of Smyrna Airport, near Murfreesboro, Tennessee. The personal flight operated under 14 CFR Part 91 with no flight plan filed. Visual weather conditions prevailed at the time of the accident. The airplane was substantially damaged and the pilot was fatally injured. The flight departed Smyrna at approximately 1215 hours. The pilot had been flying about two hours and was enroute back to Smyrna. While in a letdown through 2,700 feet, the pilot issued a position report to Smyrna Tower, 15 miles southeast. The pilot was issued the current weather information and asked to report over the Nissan plant for runway 32. Approximately 90 seconds later the pilot reported that his engine was "gone," and he planned forced landing to a road. The local police and fire departments were notified of the pilot's emergency and his location. As the airplane approached the intended landing area, the pilot changed his landing site to an adjacent field. Examination of the airplane failed to reveal a mechanical problem. The engine examination also failed to reveal a problem, and it operated normally through 2200 rpm. Examination of the cockpit area revealed that the carburetor heat lever was in the cold position. (see attached FAA Inspector's Statement) According to icing probability curves, weather conditions favorable for the formation of carburetor ice existed at the time of the accident.(see attached icing probabilty curves) The pilot's toxicological examinations were negative for alcohol and drugs.
THE PILOT'S FAILURE TO PROPERLY USE THE CARBURETOR HEAT CONTROL WHICH RESULTED IN THE FORMATION OF CARBURETOR ICE.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
