Mears, MI, USA
N9275B
Cessna 175
The airplane sustained substantial damage when it nosed over during a forced landing to a field. The pilot reported that the airplane operated normally during taxi, run-up, and takeoff. He departed the pattern and climbed to 2,500 feet mean sea level (msl). He reported he flew over a wooded area and reduced the power from 3,000 rpm to 2,600 rpm, and started a shallow descent. He made a wide circle over a wooded area until he was heading south along a lakeshore. He reported that he added power when he was at 2,000 feet msl, but the engine "didn't produce any thrust." He pulled the carburetor heat on but "the engine still didn't respond." He turned back to the airport and continued to attempt to get the engine to produce more power. The pilot reported he did not have enough altitude to make it back to the airport so he executed a forced landing to a field. During landing roll the airplane nosed over. After unbuckling the shoulder harness and seatbelt, he exited the airplane uninjured. The inspection of the airplane revealed no pre-existing anomalies. At 1435, the weather reported approximately 19 nautical miles to the north, was temperature minus 1 degrees Celsius, and dew point minus 4 degrees Celsius. The Transport Canada Carburetor Icing Chart indicates that with a temperature of minus 1 degree Celsius and a dew point of minus 4 degrees Celsius, the potential for "Serious Icing - any power" or "Serious Icing - descent power" exists.
On November 8, 2003, at 1428 eastern standard time, a Cessna 175, N9275B, sustained substantial damage when it nosed over during a forced landing to a field near Mears, Michigan. The pilot was not injured. The 14 CFR Part 91 personal flight departed the Oceana County Airport, Shelby, Michigan, at 1420 on a local flight. Visual meteorological conditions prevailed at the time of the accident. No flight plan was filed. The pilot reported that the airplane operated normally during taxi, run-up, and takeoff. He departed the pattern and climbed to 2,500 feet mean sea level (msl). He reported he flew over a wooded area and reduced the power from 3,000 rpm to 2,600 rpm, and started a shallow descent. He made a wide circle over a wooded area until he was heading south along a lakeshore. He reported that he added power when he was at 2,000 feet msl, but the engine "didn't produce any thrust." He pulled the carburetor heat on but "the engine still didn't respond." He turned back to the airport and continued to attempt to get the engine to produce more power. The pilot reported he did not have enough altitude to make it back to the airport so he executed a forced landing to a field. During landing roll the airplane nosed over. After unbuckling the shoulder harness and seatbelt, he exited the airplane uninjured. A Federal Aviation Administration inspector examined the airplane. The inspection of the fuel system revealed no anomalies. The inspector reported that throttle and carburetor heat control cables exhibited continuity. All cylinders exhibited compression. The left magneto produced spark; the right magneto did not, but it was contaminated with oil from the accident. He reported the spark plugs were dry but appeared slightly sooty. He reported that no pre-existing anomaly was found. At 1435, the weather at Ludington (LDM), Michigan, located approximately 19 nautical miles to the north, was temperature minus 1 degrees Celsius, and dew point minus 4 degrees Celsius. The Transport Canada Carburetor Icing Chart indicates that with a temperature of minus 1 degree Celsius and a dew point of minus 4 degrees Celsius, the potential for "Serious Icing - any power" or "Serious Icing - descent power" exists.
Loss of engine power due to carburetor icing and the pilot's delayed application of carburetor heat during descent. A factor was the carburetor icing conditions.
Source: NTSB Aviation Accident Database
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