Federal Aviation Administration / Flight Standards District Office; Cincinnati, Ohio
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
Location: Batavia, OH
Accident Number: GAA18CA038
Date & Time: 11/05/2017, 1000 EDT
Registration: N98299
Aircraft: PIPER PA28
Aircraft Damage: Substantial
Defining Event: Miscellaneous/other
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal
Analysis
The pilot reported that the airplane departed with 10 gallons of fuel to practice crosswind landings at a nearby airport. He added that, about an hour later and during an approach, he was aiming to land on the runway numbers. He reported that, shortly before flying over the airport perimeter fence, "either wind shear or [a] sudden downdraft dropped the plane". The nose landing gear struck the fence and the airplane impacted the ground short of the intended runway.
In a follow-up interview with the National Transportation Safety Board Investigator-in-Charge, the pilot reported that, during approach, the engine was running the entire time without issues. He added that, once he encountered the downdraft, he applied full power, but the airplane continued descending with "no appreciable response". He reported that he did not use carburetor heat during the approach.
The airplane sustained substantial damage to the fuselage and horizontal stabilator.
The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
A review of recorded data from the automated weather observation station located on the airport reported, about the time of the accident, that the wind was from 210° at 8 knots, visibility 10 statute miles, clouds overcast at 1,100 ft, temperature 68°F, dew point 63°F, altimeter 29.96" Hg. The airplane was landing on runway 22.
Review of the Federal Aviation Administration Carburetor Icing Chart for the given temperature and dew point revealed that the conditions were conducive to "serious icing (glide power)". (For more information, see Special Airworthiness Information Bulletin CE-09-35 in the public docket.)
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to apply carburetor heat in conditions conducive to carburetor icing, which resulted in a partial loss of engine power during landing.
Findings
Aircraft
Intake anti-ice, deice - Not used/operated (Cause)
Personnel issues
Use of equip/system - Pilot (Cause)
Lack of action - Pilot (Cause)
Environmental issues
Conducive to carburetor icing - Effect on operation (Cause)
Factual Information
History of Flight
Approach-VFR pattern final
Other weather encounter
Fuel related
Landing
Collision with terr/obj (non-CFIT)
Pilot Information
Certificate: Commercial
Age: 77, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 12/20/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 07/05/2016
Flight Time: (Estimated) 11828 hours (Total, all aircraft), 11703 hours (Total, this make and model), 11828 hours (Pilot In Command, all aircraft), 163 hours (Last 90 days, all aircraft), 37.8 hours (Last 30 days, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Manufacturer: PIPER
Registration: N98299
Model/Series: PA28 140
Aircraft Category: Airplane
Year of Manufacture: 1969
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28-26156
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 07/01/2017, Annual
Certified Max Gross Wt.: 2150 lbs
Time Since Last Inspection: 334 Hours
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: LYCOMING
ELT: Installed, not activated
Engine Model/Series: O-320-E2A
Registered Owner: On file
Rated Power: 140 hp
Operator: On file
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KI69, 843 ft msl
Observation Time: 1457 UTC
Distance from Accident Site: 0 Nautical Miles
Direction from Accident Site: 0°
Lowest Cloud Condition:
Temperature/Dew Point: 20°C / 17°C
Lowest Ceiling: Overcast / 1100 ft agl
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 8 knots, 210°
Visibility (RVR):
Altimeter Setting: 29.96 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: HAMILTON, OH (HAO)
Type of Flight Plan Filed: None
Destination: Batavia, OH (I69)
Type of Clearance: Unknown
Departure Time: 0900 EDT
Type of Airspace: Class G
Airport Information
Airport: CLERMONT COUNTY (I69)
Runway Surface Type: Asphalt
Airport Elevation: 843 ft
Runway Surface Condition: Dry
Runway Used: 22
IFR Approach: None
Runway Length/Width: 3566 ft / 75 ft
VFR Approach/Landing: Full Stop
Wreckage and Impact Information
Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 39.084167, -84.205000 (est)
Preventing Similar Accidents
Preventing Carburetor Icing
Accidents involving carburetor ice stem from pilots not recognizing when weather conditions are favorable to carburetor icing and inaccurately believing that carburetor icing is only a cold- or wet-weather problem. Pilots also may not use the carburetor heat according the aircraft's approved procedures to prevent carburetor ice formation. Carburetor icing accidents can occur when pilots do not recognize and promptly act upon the signs of carburetor icing.
Be sure to check the temperature and dew point to determine whether the conditions are favorable for carburetor icing. Remember, serious carburetor icing can occur in ambient temperatures as high as 90° F or in relative humidity conditions as low as 35 percent at glide power. Consider installing a carburetor temperature gauge, if available.
Refer to the approved aircraft flight manual or operating handbook to ensure that carburetor heat is used according to the approved procedures and properly perform the following actions: 1) Check the functionality of the carburetor heat before flight. 2) Use carburetor heat to prevent the formation of carburetor ice when operating in conditions and at power settings in which carburetor icing is probable. Remember, ground idling or taxiing time can allow carburetor ice to accumulate before takeoff. 3) Immediately apply carburetor heat at the first sign of carburetor icing, which typically includes a drop in rpm or manifold pressure (depending upon how your airplane is equipped). Engine roughness may follow.
Engines that run on automobile gas may be more susceptible to carburetor icing than engines that run on Avgas.
See http://www.ntsb.gov/safety/safety-alerts/documents/SA_029.pdf for additional resources.
The NTSB presents this information to prevent recurrence of similar accidents. Note that this should not be considered guidance from the regulator, nor does this supersede existing FAA Regulations (FARs).
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