Accident Overview
On July 16, 2009, about 1315 eastern daylight time, a Cessna 120, registration N7227E, experienced a loss of engine power and performed a forced landing on a golf course near Moore-Murrell Airport (MOR) in Morristown, Tennessee. The airplane nosed over during the landing roll and came to rest inverted, resulting in substantial damage. The certified flight instructor (CFI) on board sustained minor injuries, while the certificated airline transport pilot (ATP) and owner of the aircraft was not injured.
Flight Details
The flight was conducted under 14 Code of Federal Regulations Part 91 as an instructional flight from New Tazewell Municipal Airport (3A2) in Tazewell, Tennessee. The purpose was for the ATP to receive a flight review, as his last one was more than two years prior. Before departure, 8 gallons of 100 low lead fuel were added, evenly divided between the two fuel tanks, bringing the total fuel load to 12.5 gallons. No discrepancies were noted during the preflight inspection or engine run-up. The flight departed with the fuel selector positioned to the left tank.
After performing airwork, the ATP proceeded to MOR, where the CFI asked him to perform a low pass over the runway. At the completion of the low pass, the ATP applied power to climb, but the engine "popped" and experienced a loss of power. The ATP told the CFI to take the controls because the CFI was more familiar with the area. The CFI maneuvered the airplane to a golf course and landed on a fairway. During the landing roll, the airplane rolled onto an area of vegetation and nosed over.
Post-Accident Examination
Examination by a Federal Aviation Administration (FAA) inspector before recovery revealed evidence of fuel leakage from the right wing. During recovery, fuel leakage was noted from the left wing. The airplane was recovered for further examination.
A cursory external visual inspection of the engine by an FAA inspector showed that all engine controls remained attached at their respective attach points. Impact damage to the engine precluded an engine run due to damage to the carburetor.
The pilot provided a copy of FAA Special Airworthiness Information Bulletin (SAIB) CE-09-35, dated June 30, 2009, concerning carburetor ice prevention. The SAIB includes a chart indicating temperature and dew point ranges where carburetor ice can exist. Based on the pilot-reported temperature and dew point at the time of the accident (75 and 65 degrees Fahrenheit, respectively), the conditions were favorable for serious carburetor icing at glide power.