The student pilot reported that he was practicing solo ground reference maneuvers about 1,600 feet above ground level when the Diamond DA-20’s engine began operating erratically.
He added the airplane might have entered an aerodynamic stall.
He advanced the throttle to full forward, but the engine did not respond and subsequently experienced a total loss of power.
He attempted to restart the engine by completing the emergency procedures that he remembered. The engine “turned over” but did not restart.
He then prepared for a forced landing to a nearby field. During the base-to-final turn, he lost control of the plane, and it descended to the ground near Shipshewana, Indiana. It hit a field and continued into a propane tank and then a house, where it came to rest.
A post-accident examination revealed that most of the induction air filter was obstructed by ice. The engine was test run with and without the ice in the air filter, and the engine produced full power under both conditions.
The alternate air lever, which selects a second induction air intake in case the primary air intake (air filter) becomes restricted, was found in the “off” position.
The aircraft flight manual states that, in the event of an in-flight engine failure, the alternate air control should be opened (or “on”).
An FAA advisory circular warns pilots of induction system icing known as “impact ice,” which can build up on components like the air filter when moisture-laden air is near freezing.
Based on the near-freezing outside air temperature and clouds in the area in which the flight was operating and the lack of any apparent engine malfunctions, it is likely that the primary air induction system became obstructed with impact ice during the flight.
When asked about the airplane’s alternate air lever, the student pilot indicated that he was unfamiliar with the lever and did not know its intended use.
If the student pilot had opened the alternate air control during the initial power loss, it is likely that engine power would have been restored.
The NTSB determined the probable cause as the total loss of engine power due to impact ice obstructing the primary air induction system, which resulted from the student pilot’s failure to operate the alternate air control. Contributing to the accident was the student pilot’s lack of knowledge about using the alternate air control during an engine power loss.
NTSB Identification: CEN15LA106
This January 2015 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
I encountered the same exact scenario with an instructor on a trip from New York to Maryland. The differences were that we were in vet conditions, but it was snowing. An emergency landing was made after ATC vectors to a nearby airport because our airplane, a Piper arrow began to shake and the engine became very rough. After a good landing in snow, the next days examination by a mechanic revealed that the lever that controlled alternate air was inoperative, and the air filter was so clogged with ice and snows as to make incoming air so clogged that had we not landed the engine would most certainly have stopped.
High humidity even with high OAT can give you carb ice.
How in the heck do you get ice on the air induction inlet on the front of the airplane, but then no ice on the windshield or wings? I understand ice in VMC, in freezing rain or from light mist over time, but the other areas of the airplane would collect ice exactly the same as the air induction.
Venturi’s principle.
Correct. The inlets have a lower air pressure due to the rapid movement of the air flowing into a narrower opening and thus colder.
You do not get ice in VMC. Period.
Worst case of ice I ever saw was in VMC
Yep, me too. I had it happen in Severe Clear at about 75F in NE Ohio. Was a mile or so away from the airport where I’d just had maint done when I started having “engine” problems after setting up for cruise flight. Carb heat was all that was needed. And I was flying a Piper Cherokee 180 which I’d never had any carb ice problems before.
Of course you can.
I’ve experienced induction icing in clear VFR at 8K’ over NYC, and airframe ice in light mist (still VFR) at 3K’.
The basic point being no VFR pilot is allowed to fly when ice may be present. Thus if you see and or get ice on the plane as a VFR pilot you have already violated the rules of flying VMC….ice is the number one killer aside from severe thunderstorms where hail is a hazard.
Icing condition are IMC by definition. This student should not have been allowed to go up solo when icing condtions are present….the CFI has the responsibility to have each student check with them before going on any solo flight.
GBigs… you have some interesting ideas about VMC and IMC. What FAR regulation defines “the possibility of icing being present” as IMC? I can’t find that anywhere in the FARs. Also, I can’t find anything that supports your second comment that “ice on the plane … violates the rules of flying VMC”. Can you provide some enlightenment on that (such as an FAR)?
Also what data do you have that “ice is the number one killer”. That also seems hard to defend. It may be your opinion, but do you have any sources to back that up?
Start here: FAR Part 91.527 www.flightsimaviation.com/data/FARS/part_91-527.html
(1) under IFR into known icing conditions, or
(2) under VFR into light or moderate icing conditions…..
Thank you for the referenced FAR 91.527
However, you in no way answered my original question to you.
The FAR that you referenced describes prohibitions of “Operations in Icing Conditions” as it’s title states. The wording of that section describes what is allowed and what is not, and has nothing to do with defining VMC, or IMC.
The original article, the NTSB report, and many commenters think that the student pilot took off and was flying in VMC, yet you insist that he was in IMC. I ask you again, why do you think that he was in IMC, since your statement that, “Icing condition are IMC by definition.” does not appear to be true.
Really? you should give back your license if you have one…
Actually the young man did an admirable job. He was well trained by a top quality teaching staff and put his training to good use. He was in VFR conditions and the impact ice was totally unexpected. Cut him some slack.
Can you explain which part you find admirable? The part that he allowed ice in the engine, the part he didn’t know his airplane systems or the prt he lost control and crashed the plane?
Go back to when you had 11 hours of total flight time and you lose your engine at a low altitude over a reasonably populated area and let me know how things go.
When I had 11 hours I knew what ice was and how to prevent it even on nice sunny days…and also knew how to make an emergency landing without lose control which I had to apply not many hours later and landed the plane without a scratch…sorry nothing to admire here.
Maybe the instructor was also unfamiliar with the alternate air source but there’s no excuse for not knowing the procedure
The NACA inlets were jammed with ice…and the wings were no doubt covered with intermittant rime.
Where did you hear that? Are you just making this stuff up? lol!
It’s not VMC if ice formes on the wings and elevator. No way a student should be allowed into the air under icing conditions.
There was no ice on the wings or elevator. It was VMC. So is it the instructor’s fault then?
Where was the instructor during all of this?????
How do you know it was a kid? Lots of non-kid student pilots out there….
Lucky for him, that propane tank he hit appeared to be empty….
The kid was flying in IMC with no training and no instrument rating. And worse? He committed the sin of not knowing his plane.
It was VFR conditions, It was his first unsupervised solo, and he had 11 hours of flight time. He’s lucky to be alive.
GBigs…Where did you get the ideas that he was flying in IMC, and had airframe icing? The NTSB report does not say that. Were you there at the time? Or do you have some knowledge of the accident not available to the NTSB?