History of Flight
On September 17, 2011, at about 1100 Pacific daylight time, a Cessna 170, registration N1677D, lost engine power while on final approach to Calvada Meadows Airport (NV74) near Pahrump, Nevada. The airplane was registered to the pilot, who was operating it for personal flight under 14 CFR Part 91. The flight had originated from North Las Vegas Airport (VGT) at 1030. Visual meteorological conditions prevailed, and no flight plan was filed.
The pilot reported planning a power-off landing. He reduced the engine to idle during the descent from 9,000 feet to traffic pattern altitude (approximately 3,700 feet). On final approach, he performed a GUMPS check and applied carburetor heat. Shortly after, he advanced the throttle to arrest the descent rate, but the engine did not respond. The airplane landed short of the runway, struck several small trees and a chain-link fence, and nosed over. The pilot was not injured. The forward fuselage and wings sustained substantial damage.
Meteorological Information
Weather conditions near the accident site (from Mercury, Nevada, about 25 miles north) were reported as visibility 10 statute miles, clear skies, temperature 27°C (81°F), dew point 2°C (36°F), and altimeter setting 29.98 inHg.
Tests and Research
Postaccident examination of the airframe and engine revealed no preaccident mechanical malfunctions or failures. Flight control surfaces were intact with continuity. Throttle, mixture, and carburetor heat controls moved freely. The fuel selector valve was in the "both" position and undamaged. Engine rotation and compression were normal; borescope inspection showed no mechanical issues. Magnetos and ignition harnesses were in place; spark plugs produced spark and had dark oil residue. The carburetor was disassembled; its bowl was empty of fuel, but floats and linkage moved freely, and the fuel inlet screen was clean. The fuel line from the strainer to the carburetor was undamaged.
Additional Information
The pilot submitted a report stating his suspicion of carburetor icing and acknowledged that he should have applied carburetor heat immediately after retarding the throttle. The ground temperature and dew point at the accident site were 84°F and 37°F, which, according to FAA Special Airworthiness Information Bulletin CE-09-35, do not fall within the carburetor icing range.