Cessna 120 accident near Racine, Wisconsin, April 30, 2002
On April 30, 2002 at about 1:10 pm local time, a Cessna 120, registered N6RP, was substantially damaged in an accident near Racine, Wisconsin (John H Batten airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate weather evaluation and delayed application of carburetor heat by the pilot, and the unsuitable terrain encountered during the forced landing. The carburetor icing conditions and the low altitude were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 30, 2002 · about 1:10 pm local time
- Place
- Racine, Wisconsin · John H Batten · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 120 · all 120s on the register
- Registration
- N6RP · registry record · serial 12635
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane struck a building during a forced landing following a loss of engine power during a landing approach. The pilot said that when he was 6.5 - 7 miles from his destination, he switched to the right fuel tank. He said the right fuel tank was "fullest". He reported that the engine stopped developing power as he neared the base leg of the traffic pattern. He said the power loss happened as he was making a power reduction. The pilot said that he verified the carburetor heat and magneto switch positions and he then attempted to restart the engine. The pilot stated that he had applied carburetor heat at, "...midpoint on downwind." The pilot said that he was in an area with, "...too many homes between [his] loaction and the [airport]." No anomalies were found with respect to the airframe, engine, or systems that could be identified as existing prior to impact. The weather at the destination airport listed a temperature of 9 degrees Celsius and a dew point of 1 degrees Celsius. According to a carburetor icing probability chart, the temperature and dew point were in the range of serious icing at descent power or moderate icing at cruise power.
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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 432 hours in all; 24 in this make and model; 17 in the last 90 days; 12 in the last 30 days; 341 as pilot in command
- Last flight review: June 24, 2001
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,526 hours
- Last inspection: annual inspection, April 3, 2002; 7 hours since
- Maximum gross weight: 1,450 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C85-12F (piston); 0 hours total
The flight
- Departed from: C89 Sturtevant WI at 12:30 pm
- Flight plan: none
- Runway 32, 4,423 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 34°F (1°C)
- Altimeter: 29.90 inHg
- Observation at 12:53 pm from KRAC, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
Other NTSB records under N6RP the same tail number, which may have belonged to a different aircraft at the time
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.