Cessna 152 accident near Butler, Pennsylvania, December 8, 2003
On December 8, 2003 at about 10:55 pm local time, a Cessna 152, registered N94820, was substantially damaged in an accident near Butler, Pennsylvania (Rostraver Airport). It was an instructional 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 student pilot's improper use of carburetor heat, which resulted in a total loss of engine power during cruise flight. A factor was carburetor icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 8, 2003 · about 10:55 pm local time
- Place
- Butler, Pennsylvania · Rostraver Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 152 · all 152s on the register
- Registration
- N94820 · no longer on the register · serial 15285794
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight at 3,000 feet msl, the engine began to sputter, and lost all power. The student pilot completed the emergency checklist items, which included the application of carburetor heat. Subsequently, the student pilot was able to restart the engine. The engine then ran for approximately 15-20 seconds, but lost all power a second time; shortly after the student pilot had turned the carburetor heat off. The student pilot again was able to restart the engine using emergency procedures, which included turning the carburetor heat back on. The engine restarted and ran at a slower rpm for approximately 1 minute, before losing total power for a third time. The student pilot then performed a forced landing into trees. Review of the aircraft and fueling records revealed that the airplane had flown 3.3 hours since being completely fueled. Review of a make and model Pilot's Operating Handbook revealed that at 65 percent power, the airplane's endurance was approximately 3.9 hours. Review of the FAA Carburetor Icing Probability Chart revealed that the airplane engine was susceptible to icing at glide and cruise power in the reported weather conditions.
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
Dual student
- Certificate: student
- Flight time: 36 hours in all; 19 in this make and model; 21 in the last 90 days; 18 in the last 30 days; 10 as pilot in command; 0 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 5,353 hours
- Last inspection: annual inspection, October 16, 2003; 75 hours since
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-235 (piston); 0 hours total
- Operator: Aero Executive Services Inc.
The flight
- Departed from: ERI Erie PA at 10:01 pm
- Destination: FWQ Monongahela PA
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 090° at 3 knots
- Visibility: 10 statute miles
- Sky: overcast at 9,500 ft; not recorded
- Temperature: 28°F (-2°C), dew point 25°F (-4°C)
- Altimeter: 30.11 inHg
- Observation at 10:55 pm from BTP, 7 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.
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.