# Incident 20041222034809I: Piper PA22150, Earl, WI, December 22, 2004

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: December 22, 2004, 15:45 local time
- Place: Earl, WI
- Damage: Minor damage
- Phase of flight: Fcd/Prec Ldg From Cruise
- Operating rules: General operating rules (Part 91)
- Location: 45.9105° N, 91.7605° W: Placed by OpenAirDocs: center of Earl, WI, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=45.9105&lon=-91.7605&mi=10
- Aircraft: N7659D, registered now (https://openairdocs.org/aircraft/N7659D) (OpenAirDocs)
- Registry model: Piper PA-22-150 (registry code 7102210, https://openairdocs.org/model/piper-pa-22-150) (OpenAirDocs)
- Registry engine: Lycoming 0-320 series (registry code 41508, https://openairdocs.org/engine/lycoming-0-320-series) (OpenAirDocs)
- Reported make and model: PIPER PA22150
- Reported engine: LYC O320B2A
- People aboard: 1
- Fatal injuries: 0
- Pilot certificates: Student
- Pilot flight hours: 70 total, 70 in this make and model, 5 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20041222034809I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(-23) THE INCIDENT WAS CAUSED BY THE ENGINE LOSING POWER. THE CAUSE OF THE POWER LOSS IS BELIEVED TO BE EXTREME COLD WEATHER, THE WEATHER AT THE TIME WAS METAR KHYR 22-2153 Z AUTO VRB 05 KT 10SM M18/M25. THE PILOT MADE EVERY EFFORT TO CORRECT THE ROUGH RUNNING ENGINE INCLUDING THE APPLICATION OF CARBURETOR HEAT, BUT WAS UNSUCCESSFUL TO RESTORE FULL ENGINE POWER, AND LANDED IN A HAY FIELD. THE HAY FIELD BEING FROZEN AND ROUGH, RESULTED IN THE NOSE GEAR OF THE AIRCRAFT COLLAPSING UPON TOUCHDOWN. THE FIELD OBSERVATION SUGGESTS THE AIRCRAFT LANDED ON THE RIGHT MAIN AND NOSE GEAR FIRST, AS THE LEFT MAIN SETTLED DOWN THE AIRCRAFT ROLLED AND SKIDDED FOR APPROXIMATELY 200 FEET BEFORE COMING TO A STOP. THIS INVESTIGATION IS ONGOING, AS ENDORSEMENTS IN THE PILOT LOGBOOKS AND THE STUDENT PILOT CERTIFICATE NEED TO BE INVESTIGATED FURTHER. IN REGARDS TO THE AIRWORTHINESS OF THE AIRCRAFT THE ENGINE NEEDS TO BE INSPECTED BY AN FAA AIRWORTHINESS INSPECTOR BEFORE THE AIRWORTHINESS OF THE AIRCRAFT CAN BE DETERMINED. (-23 AMENDMENT) AN ENGINE INVESTIGATION CONDUCTED ON 01/25/2005 DETERMINED THE LEFT MAGNETO P LEAD HAD A REPAIR NEAR THE B NUT AT THE SHIELDING, POSSI                                    BLY CAUSING AN INTERMITTANT ELECTRICAL SHORT, HOWEVER THERE WAS SPARK ACHIEVED AT ALL LEAD ENDS DURING ENGINE CHECK. THE CONTINUITY OF THE CARB HEAT CONTROL COULD NOT BE DETERMINED DUE TO THE DAMAGE AFTER IMPACT. THE ENGINE HAD COMPRESSION AT ALL CYLINDERS AND THE SPARK PLUGS WERE FOUND WITH MINIMAL NORMAL WEAR. NO DISCREPANCIES WERE FOUND IN FUEL DELIVERY SYSTEM. THE PILOT MADE EVERY EFFORT TO CORRECT THE ROUGH RUNNING ENGINE INCLUDING THE APPLICATION OF CARBURETOR HEAT, BUT WAS UNSUCCESSFUL TO RESTORE FULL ENGINE POWER, AND LANDED IN A HAY FIELD. THE PILOT AND HIS INSTRUCTOR WAS COUNSELED ON AIRCRAFT EMERGENCY PROCEDURES. THESE PROCEDURES INCLUDED THE USAGE OF CHECKLIST, CARBURETOR HEAT APPLICATION AND THE SWITCHING OF THE MAGNETO FROM BOTH TO THE LEFT AND RIGHT POSITION TO CORRECT FOR THE ROUGH RUNNING ENGINE.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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