# Accident 20120315004009A: Emeraude CP-301-A, Valparaiso, FL, March 15, 2012

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: March 15, 2012, 12:30 local time
- Place: Valparaiso, FL
- Airport: Ruckel
- Damage: Destroyed
- Phase of flight: Landing: Approach
- Operating rules: General operating rules (Part 91)
- Location: 30.5372° N, 86.4361° W: From the FAA
- Nearby events: https://openairdocs.org/map.md?lat=30.5372&lon=-86.4361&mi=10
- Aircraft: N718PP, a cancelled registration (https://openairdocs.org/deregistered/N718PP-2017-10-06) (OpenAirDocs)
- Registry model: Piel Emeraude CP-301A (registry code 05601JC, https://openairdocs.org/model/piel-emeraude-cp-301a) (OpenAirDocs)
- Registry engine: Continental 0-200 series (registry code 17020, https://openairdocs.org/engine/continental-0-200-series) (OpenAirDocs)
- Reported make and model: EMERAUDE CP-301-A
- Reported engine: CONT MOTOR 0-200 SERIES
- People aboard: 2
- Fatal injuries: 2
- Other injuries: 0
- Pilot certificates: Airline transport, commercial pilot, flight instructor
- Pilot flight hours: 2,500 total
- NTSB investigation: [NTSB ERA12LA227](https://openairdocs.org/ntsb/ERA12LA227) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20120315004009A

## Narrative

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

ACCORDING TO WITNESSES, THE CFI PILOT AND PASSENGER WERE IN ENROUTE TO HOLT, FL FROM (FL17) TO HAVE A CONDITION INSPECTION PERFORMED ON THE AIRCRAFT.  ACCORDING TO THE PASSENGER'S WIFE, SHE RECEIVED A CELL PHONE CALL FROM THE PASSENGER STATING "THAT THERE WAS TO MUCH MILITARY TRAFFIC IN THE AREA AND THEY WOULD BE RETURNING TO (FL17)", THE PASSENGER ASKED HIS WIFE TO RETURN TO (FL17) AND PICK HIM UP.  CONSTRUCTION WORKERS HEARD AN AIRCRAFT CRASH AND REPORTED IT TO LOCAL THE SHERIFFS DEPARTMENT. THE WRECKAGE DEBRIS PATH WAS APPROXIMATELY 300 FEET IN LENGTH.  THE AIRCRAFT IMPACTED THE TOP OF SEVERAL TREES, WINGS LEVEL APPROXIMATELY 75 FEET PRIOR TO THE INITIAL GROUND IMPACT.  THE AIRCRAFTS ENGINE, FUEL TANK, AND OCCUPANTS WERE LOCATED APPROXIMATELY 50 FEET PAST THE INITIAL IMPACT POINT ON A MAGNETIC HEADING OF 082, APPROXIMATELY ½ MILE SHORT OF (FL17) GRASS RUNWAY. THE PILOT AND PASSENGER WERE FATALLY INJURED. THERE WERE NO READABLE INSTRUMENTS OR SWITCH POSITIONS TAKEN DUE TO THE AMOUNT OF IMPACT AND THERMAL RELATED DAMAGE.  THE FLAPS VISUALLY APPEARED TO HAVE BEEN IN THE RETRACTED POSITION.  CONTROL CABLE CONTINUITY WAS ESTABLISHED FROM THE EMPENNAGE ALL THE WAY UP TO THE CONTROL COLUMN AND RUDDER PEDALS.   BOTH PROPELLER BLADES EXHIBITED AN EXTENSIVE AMOUNT OF TWISTING AND BENDING IN ADDITION TO CHORDWISE SCRATCHING AND POLISHING INDICATING THE ENGINE WAS OPERATING AT A HIGH POWER SETTING. AN INSPECTION OF THE ENGINE BY A CONTINENTAL MOTORS AIR SAFETY INVESTIGATOR, DID NOT REVEAL ANY VISUAL ANOMALIES WHICH WOULD HAVE PRECLUDED IT FROM PRODUCING RATED HORSEPOWER AT THE TIME OF THE ACCIDENT. THE NEAREST WEATHER REPORTING FACILITY AT THE TIME OF THE ACCIDENT WAS REPORTING WINDS 000 DEGREES AT 0 KNOTS, VISIBILITY 9 STATUTE MILES; SKY WAS CLEAR; TEMPERATURE 16 DEGREES CELSIUS, DEW POINT TEMPERATURE 15 DEGREES CELSIUS; AND BAROMETRIC PRESSURE OF 30.20 INCHES OF MERCURY.  EGLIN AFB TOWER DID NOT HAVE ANY RETURNS FROM THE AIRCRAFT AND THERE WERE NO WITNESSES TO THE ACCIDENT.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB ERA12LA227](https://openairdocs.org/ntsb/ERA12LA227), Mar 15, 2012: Emeraude CP-301-A (N718PP), Niceville, FL, substantial damage, 2 fatal. Probable cause: The pilots’ inadequate use of carburetor heat, which resulted in carburetor icing and a subsequent loss of engine power.

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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