Amateur-built CAVALIER SA102.5 accident near Salem, Iowa, July 29, 2011
On July 29, 2011 at about 3:30 pm local time, a amateur-built CAVALIER SA102.5, registered N115RH, was substantially damaged in an accident during enroute (descent) near Salem, Iowa. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power due to the formation of carburetor ice.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 29, 2011 · about 3:30 pm local time
- Place
- Salem, Iowa · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built CAVALIER SA102.5
- Registration
- N115RH · registry record · serial 81002LF3
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
About 25 minutes prior to reaching the intended refueling destination, the pilot noticed a drop in engine rpm. The pilot applied carburetor heat, the engine rpm increased, and he turned the carburetor heat off. All other engine instruments and indications appeared normal. During the descent, the engine rpm dropped again, and the pilot attempted to resolve the problem by again applying carburetor heat, changing throttle positions, and switching fuel tanks; however, he was unsuccessful. Unable to maintain altitude, the pilot performed a forced landing to a cornfield. During postaccident examination of the airplane, fuel was noted in the airframe fuel tanks, and mechanical continuity was established throughout the engine. The airplane was operating in conditions conducive to serious carburetor icing at glide power at the time of the accident. It is possible that, when the engine lost partial power during the descent, the carburetor heat was not effective, because the engine was operating at a low power setting and was not producing sufficient heat to melt the ice.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (partial) during enroute (descent) defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on equipment
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel control/carburetor › Capability exceeded
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,811 hours in all; 115 in this make and model; 16 in the last 90 days; 4,800 as pilot in command
- Last flight review: June 2, 2011
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 624 hours
- Last inspection: condition inspection, November 23, 2010
- Maximum gross weight: 1,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-290-D2 (piston); 0 hours total
The flight
- Departed from: OSH Oshkosh WI at 1:30 pm
- Destination: MPZ Mount Pleasant IA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 060° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,500 ft; scat at 1,700 ft
- Temperature: 81°F (27°C), dew point 73°F (23°C)
- Altimeter: 30.04 inHg
- Observation at 3:35 pm from MPZ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.