On May 19, 2002, at 1154 central daylight time, a Cessna 150G, N8657J, piloted by a certified flight instructor (CFI) and dual student, sustained substantial damage during a forced landing following a loss of engine power while approaching to land. The airplane was cleared to land on runway 6R (3,300 feet by 75 feet, asphalt), at the Kenosha Regional Airport (ENW), Kenosha, Wisconsin. The nose landing gear collapsed when the airplane landed in a plowed farm field. The 14 CFR Part 91 instructional flight was operating in visual meteorological conditions and was not on a flight plan. The CFI received minor injuries and the student received no injuries. The flight originated from the Palwaukee Municipal Airport, Wheeling, Illinois at 1125 . Use your browsers 'back' function to return to synopsisReturn to Query Page
In a written report, the CFI stated that, prior to the flight, the student pilot performed a sump check of the fuel and found water in the fuel samples. She said that she instructed the student to sump the fuel tanks three to five times at which time they were able to get clear fuel samples. The CFI stated that she and her student checked the weather and decided to practice landings at ENW. The CFI said that they were set up for a straight-in approach to runway 6R at ENW when the engine lost power. She said that she assumed control of the airplane and performed a, "...flow check: (Fuel selector - Both, Mixture - Rich, Carb heat - ON, Throttle - Set, [Magnetos] - Both, Engine gauges - Green.)" The CFI reported that she determined that they would not be able to make the runway and she elected to land in a field. During the forced landing, the nose landing gear of the airplane collapsed.
A postaccident examination of the airplane revealed traces of water in the fuel tanks, fuel hoses, and the carburetor. No other anomalies were found that could be determined to have existed prior to the accident.
The weather reporting station at ENW recorded the temperature and dewpoint at the time of the accident as 8 degrees Celsius and 3 degrees Celsius respectively. According to a carburetor icing chart, the temperature and dewpoint are within the range of serious icing potential for any power setting.
Federal Aviation Administration Advisory Circular 20-113 states the following regarding the use of carburetor heat:
"Heat should be applied for a short time to warm the induction system before beginning a prolonged descent with the engine throttled and left on during the descent. Power lever advancement should be performed periodically during descent to assure that power recovery can be achieved. The pilot should be prepared to turn heat off after power is regained to resume level flight or initiate a go-around from an abandoned approach."