What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
The pilot and passenger were on a part 91 day VFR flight. The purpose of the flight was in introduce small aircraft flight to the passenger. The pilot and the passenger statement differ. The pilot stated: “we were at 900’ AGL. So I started a decent to 500’ AGL. I pulled pwr (power) back to 100 RPM and at or around 600’ the engine sputtered. I was looking at instruments checking fuel on, mixture rich, oil press, mags on, master on. All the while picking out a place to land. Then I realized it could be carburetor ice. I reached for the handle, not knowing if I pulled it and then we hit the power lines”
The passenger stated “we flew low over the water around curves of the lake” “it was running completely fine”.
After the aircraft was removed from the lake, my post-crash inspection I did not notice the position of the carb heat control. A second inspection at the salvage yard storage area, the carb heat was in the hot position. The pilot had access to the aircraft prior to my second inspection.
The adsb report from aug 27, 2022 on the accident aircraft show the last 38 seconds of the flight between 670-650 feet geomalt. Geomalt is equivalent to MSL. Keystone lake level was 722 MSL aug 27, 2022. Adsb standard error rate is 50-100 feet. With the standard error the pilot flew at the lowest point at 28 AGL.
This 28 AGL contradicts the pilot statement.
The pilot did not see and avoid the power lines, which caused the aircraft to impact the power lines. The impact damage to the aircraft to stop flying and fall to the water.
As the FAA filed it
THE PILOT AND PASSENGER WERE ON A PART 91 DAY VFR FLIGHT. THE PURPOSE OF THE FLIGHT WAS IN INTRODUCE SMALL AIRCRAFT FLIGHT TO THE PASSENGER. THE PILOT AND THE PASSENGER STATEMENT DIFFER. THE PILOT STATED: “WE WERE AT 900’ AGL. SO I STARTED A DECENT TO 500’ AGL. I PULLED PWR (POWER) BACK TO 100 RPM AND AT OR AROUND 600’ THE ENGINE SPUTTERED. I WAS LOOKING AT INSTRUMENTS CHECKING FUEL ON, MIXTURE RICH, OIL PRESS, MAGS ON, MASTER ON. ALL THE WHILE PICKING OUT A PLACE TO LAND. THEN I REALIZED IT COULD BE CARBURETOR ICE. I REACHED FOR THE HANDLE, NOT KNOWING IF I PULLED IT AND THEN WE HIT THE POWER LINES”
THE PASSENGER STATED “WE FLEW LOW OVER THE WATER AROUND CURVES OF THE LAKE” “IT WAS RUNNING COMPLETELY FINE”.
AFTER THE AIRCRAFT WAS REMOVED FROM THE LAKE, MY POST-CRASH INSPECTION I DID NOT NOTICE THE POSITION OF THE CARB HEAT CONTROL. A SECOND INSPECTION AT THE SALVAGE YARD STORAGE AREA, THE CARB HEAT WAS IN THE HOT POSITION. THE PILOT HAD ACCESS TO THE AIRCRAFT PRIOR TO MY SECOND INSPECTION.
THE ADSB REPORT FROM AUG 27, 2022 ON THE ACCIDENT AIRCRAFT SHOW THE LAST 38 SECONDS OF THE FLIGHT BETWEEN 670-650 FEET GEOMALT. GEOMALT IS EQUIVALENT TO MSL. KEYSTONE LAKE LEVEL WAS 722 MSL AUG 27, 2022. ADSB STANDARD ERROR RATE IS 50-100 FEET. WITH THE STANDARD ERROR THE PILOT FLEW AT THE LOWEST POINT AT 28 AGL.
THIS 28 AGL CONTRADICTS THE PILOT STATEMENT.
THE PILOT DID NOT SEE AND AVOID THE POWER LINES, WHICH CAUSED THE AIRCRAFT TO IMPACT THE POWER LINES. THE IMPACT DAMAGE TO THE AIRCRAFT TO STOP FLYING AND FALL TO THE WATER.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.