On February 6, 2001, about 1430 Atlantic standard time, a Cessna A150K, N5915J, registered to East Wing Aviation, Inc., collided with terrain while maneuvering near Cabo Rojo, Puerto Rico, while on a Title 14 CFR Part 91 personnel flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft received substantial damage and the private-rated pilot and one passenger were not injured. The flight last departed Ponce, Puerto Rico, the same day about 1400. Use your browsers 'back' function to return to synopsisReturn to Query Page
The pilot stated he flew from Humacao, Puerto Rico, to Ponce, where he fueled the airplane, adding 13.8 gallons of fuel. After fueling he drained about 1/2 inch of water from both tanks. They departed Ponce at 1400, en route to take Cabo Rojo, to take photos of his fathers land. His father was the passenger. Arriving over Cabo Rojo at 1,500 feet, he descended to 1,000 feet. After seeing the property they were going to photograph, he cut power to a minimum and started a descent to the planned altitude of 600 feet. He did not use carburetor heat for the descent. When level at 600 feet, the airplane was not maintaining altitude because of the tailwind. He knew the pass was not safe coming downwind and he applied full engine power. With the engine at full power for a reasonable period of time, the airplane did not gain altitude or engine power. The last thing he remembered was being at 100 feet trying to make a safe landing. He later learned that the airplane touched down, collided with a fence, and then nosed over. The pilot stated on the NTSB Pilot/Operator Aircraft Accident Report, that he did not have any mechanical failures with the airplane.
The owner of the airplane reported to an FAA inspector about 1 hour after the accident, that the pilot had been flying low over some property and that he had crashed the airplane.
Post crash examination of the airplane and engine by an FAA inspector showed that when the carburetor throttle was activated, a stream of 100 low lead fuel was ejected about 18 inches from the carburetor by the accelerator pump. The left magneto sparked when the magneto was rotated by hand. The fuel strainer was clear of debris and contained 1 drop of water.
A carburetor icing probability chart showed that at the time of the accident the airplane was operating in conditions conducive to serious carburetor icing at glide power. See carburetor icing probability chart.