Cessna 180J N180LP

Summary

On 28 August 2017 at about 17:12 local time, a Cessna 180J registered N180LP was involved in an accident near Gaylord, Michigan, United States. 2 people were on board and 2 were seriously injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

28 August 2017 at 17:12

Classification

Accident

Location

Gaylord, Michigan, United States

Coordinates

44.9500, -84.6214

Aircraft

Cessna 180J

Registration

N180LP

Category

Airplane

Year built

1973

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Otsego Lake → Otsego Lake

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CEN17FA332

2 people were seriously injured.

The pilot's failure to use carburetor heat while operating in weather conditions that were conducive to carburetor ice formation, which resulted in a total loss of engine power due to carburetor ice accumulation.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The private pilot was flying the airplane at a low altitude when the engine lost total power. The pilot reported that the engine did not sputter, bang, or run roughly before the loss of engine power; however, several witnesses heard the airplane's engine running roughly immediately before the crash. One witness reported that the airplane's engine fluctuated between "sputtering" and "revving" before it lost total power. The airplane collided with trees and terrain during the subsequent forced landing and came to rest inverted. Postaccident examination of the airplane and engine did not reveal any evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. Additionally, the airplane had ample fuel available that did not contain any water or debris. The engine also demonstrated the ability to produce rated horsepower during a postaccident operational test run. The carburetor heat control was in the "OFF" position. The weather conditions at the time of the accident were conducive to moderate carburetor icing at cruise power and serious carburetor icing at descent power. The pilot reported that he did not use carburetor heat during the flight because he was operating the engine at a cruise power setting. The airplane flight manual states that carburetor heat should be used upon a loss of engine power or an unexplained decrease of manifold pressure, a roughly running engine, or before the throttle is moved to idle for landing. Additionally, the use of carburetor heat might be required to avoid carburetor ice accumulation during a descent at a reduced engine power setting. According to a Federal Aviation Administration Special Airworthiness Information Bulletin, pilots should use carburetor heat while in weather conditions where carburetor icing is probable. Based on the available information, the total loss of engine power was likely due to carburetor ice accumulation. Additionally, the low altitude at which the loss of engine power occurred precluded the pilot from reestablishing normal engine operation before the airplane descended into trees.

Quoted verbatim from the NTSB record.