# NTSB ATL98FA053: Piper PA-28-235, N9166W, Clinton, MS, February 22, 1998 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: February 22, 1998, 14:19 local (20:19 UTC) - Place: Clinton, MS - Coordinates: 32.330879, -90.330757 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.3309&lon=-90.3308&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report February 15, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 3927 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ATL98FA053 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/3927/pdf - Page: https://openairdocs.org/ntsb/ATL98FA053 ## Probable cause The pilot's lack of recent instrument flight experience that led to spatial disorientation and loss of airplane control; and his improper use of carburetor heat that resulted in a loss of engine power and subsequent collision with the ground during an emergency descent. Factors were low ceilings, rain, and weather conditions conducive to carburetor icing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, climb - to cruise - weather condition - low ceiling (contributing factor) - weather condition - turbulence in clouds (contributing factor) - ifr procedure - improper, pilot in command (cause) - altitude/clearance - not obtained/maintained, pilot in command (cause) - spatial disorientation, pilot in command (cause) - aircraft control - not maintained, pilot in command (cause) - lack of recent instrument time, pilot in command (cause) - Loss of engine power(total) - nonmechanical, maneuvering - weather condition - carburetor icing conditions (cause) - procedures/directives - inadequate, pilot in command (cause) - carburetor heat - improper use of, pilot in command (cause) - In flight collision with terrain/water, emergency descent/landing ## Analysis Following a takeoff in low ceilings, rain, & carburetor icing conditions, the pilot failed to maintain the assigned heading, or climb to the assigned altitude. Radar data depicted the airplane executing a meandering flight path, and his radio communications with air traffic were sporadic and ineffectual. Even though the pilot reported reaching his assigned altitude of 4,000 feet, radar data indicated the highest altitude was 2,300 feet. A pilot who departed to search for the reported accident stated he encountered carburetor icing just after takeoff. The carburetor heat valve for the accident airplane was found locked in an intermediate position in the wreckage, & there was evidence of low engine power at impact. Disassembly of the carburetor airbox revealed scrape marks on the interior of the box indicating the carburetor heat valve had been forced toward the warm position by impact forces. The spark plugs exhibited light sooting. The pilot's fight records recorded one three hour instrument flight after he had obtained his instrument rating about seven years prior to the accident. ## Factual narrative HISTORY OF FLIGHT On February 22, 1998, about 1419 central standard time, a Piper PA-28-235, N9166W, collided with trees and the ground during an emergency descent, at Clinton, Mississippi. The airplane was operated by the pilot under the provisions of Title 14 CFR Part 91, and instrument flight rules (IFR). An IFR flight plan to San Antonio, Texas, was activated. Instrument meteorological conditions prevailed. The private, instrument rated pilot was fatally injured, and the airplane was destroyed. The flight departed Hawkins Field, Jackson, Mississippi, about 1407, on the same day. According to the air traffic control accident report, the pilot of N9166W telephoned the Jackson, Tennessee, Automated Flight Service Station (AFSS) at 1135, requesting a visual flight rules (VFR) weather briefing from Jackson, Mississippi to San Antonio, Texas. Flight advisories were provided for turbulence, icing, and IFR conditions. The pilot indicated he was capable of IFR flight and would call back for an update. At 1259, N9166W called Jackson, Tennessee, for another VFR preflight briefing. The pilot was advised that VFR flight was not recommended. N9166W contacted the Greenwood, Mississippi, AFSS at 1324, requesting a visual flight rules weather briefing to San Antonio, Texas. He stated the weather did not appear to be cooperating. The planned departure time was 1400. The briefer responded that IFR conditions were expected along the route of flight until 1500, with moderate turbulence below 10,000 and light to moderate rime and mixed icing in clouds and precipitation to Flight Level 220, with the freezing level at 8,000 feet. An instrument flight plan was then filed by N9166W, and the briefing concluded at 1331. At 1402, N9166W contacted the Hawkins air traffic control tower by radio, requesting taxi instructions and IFR clearance to San Antonio. According to Hawkins tower, taxi instructions to runway 34, altimeter setting of 29.53, and an IFR clearance were provided. The pilot acknowledged the clearance and requested the transponder code be repeated. N9166W then asked that the active runway be repeated. About three minutes later he again requested the altimeter setting. At 1407 N9166W advised he was ready to depart and was provided departure instructions. At 1408, the flight contacted Jackson departure control and was radar identified. A heading of 240 degrees, and climb to maintain 4,000 feet, were provided by departure control. The controller stated that he later asked N9166W to report reaching 4000. N9166W responded he would, and later reported at 4000 feet. The controller stated he noticed the heading appeared to be northwest and the altitude was indicating 2000. The controller asked about the heading to which the pilot responded, "uh right turning to two four zero six six whiskey." About 43 seconds later, at 1418:32, the controller requested the altitude for N9166W. No additional response was received from the airplane. National Track Analysis Program radar data was obtained from the Memphis Air Route Traffic Control Center. The first radar depiction of N9166W was at 1410:19 and indicated the airplane was at 2000 feet. The last radar contact occurred at 1418:40 with no altitude recorded. The highest recorded altitude during the radar contact period was 2,300 feet. The radar data depicted the airplane moving to the southwest, then executing a 360 degree turn to the right, followed by a southwest track for about one minute. Subsequently, the airplane's target tracked northwest, for about 1.5 minutes, followed by an abrupt track toward the south. The last radio and radar contact occurred at 1417:49 and 1418:40, respectively. Witnesses heard and saw the airplane with a sputtering engine, alternately diving and climbing, in the vicinity of the accident site. One witness went to the John Bell Williams Airport, located about three miles southeast of the accident site, and reported he had heard the crash. This occurred shortly after air traffic had asked the fixed base operator if the airplane had landed at Williams Airport. A deputy sheriff pilot departed in his Cessna 150 to look for the accident site. During his takeoff climb, about 300 feet, the sheriff's pilot encountered carburetor ice. Using the information provided by the witness, and an Emergency Locator Signal, he located the accident airplane minutes later. PERSONNEL INFORMATION The pilot obtained a private certificate with airplane single engine land rating on June 20, 1983. An instrument rating was added to his private certificate on October 31, 1989. He held a second class medical certificate that was issued on February 3, 1997, with the limitation that corrective lenses for near and distant vision must be worn. A lens for eyeglasses was found in the cockpit area of the wreckage. Airman certification records for the pilot were obtained from the FAA. On his application for the instrument rating, the pilot listed his total flight hours as 457.2, with 305.3 hours as pilot in command, and 85.3 hours of instrument flight. The pilot's flight log indicated a total of 551.7 flight hours, with entries dated between June 3, 1974, and February 1, 1998. An entry dated March 28, 1997, stated a flight review had been conducted, for 1.0 hours, in a Mooney 20C. The log book contained entries reflecting a total of 107 hours simulated instrument flight, and 8 hours actual instrument flight. The last entry that recorded instrument flight hours was dated December 1, 1997, and indicated three hours of actual instrument flight. The pilot's flight log did not depict any other instrument flight hours since the pilot obtained his instrument rating. Additional information regarding the pilot is contained in this report on page 3, under the heading First Pilot Information. AIRCRAFT INFORMATION N9166W, a Piper PA 28-235, serial number 28-10845, was certificated in the Normal category. It was registered to Sequin Flyers, Inc, a corporation. The airplane was powered by a Lycoming O-540-B4B5 engine, serial number L-11052. It was fitted with a Hartzell Propeller model HC-C2YK-1B, hub serial number CH2261. The aircraft log contained an entry dated May 9, 1997, indicating an annual inspection had been conducted at a tachometer time of 268.85 hours. The tachometer reading at the accident site was 352.78 hours. The engine time since major overhaul, according to the engine log and the tachometer reading, was 352.78 hours. An entry in the aircraft log dated November 11, 1997, indicated that the transponder, altimeter, and the pitot static system had been inspected. Additionally, the aircraft log contained an airworthiness approval form, indicating that an overhauled attitude gyro had been installed in the airplane on November 13, 1997. An FAA Form 337 was found in the airplane dated November 20, 1990, indicating that the airplane was modified to operate on automotive gasoline as per STC SA1964CE and STC SE1909CE. A fuel receipt was found in the wreckage indicating that on February 21, 1998, the pilot purchased 32 gallons of 100LL aviation gasoline for the airplane, in New Braunfels, Texas. A fuel and charge ticket was obtained from Bert Welch, Inc., fixed base operator at Hawkins Field, Jackson, Mississippi, indicating that the pilot had purchased 59.3 gallons of 100LL aviation gasoline for the airplane on February 21, 1998. The airplane fuel capacity was 84 gallons. Additional information about the airplane is contained in this report on page 2, under the heading Aircraft Information. METEOROLOGICAL INFORMATION The Aviation Routine Weather Report for Jackson, Mississippi, at 1420 was as follows: wind three four zero at eleven knots, visibility ten statute miles, light rain, ceiling eight hundred overcast, temperature zero nine, dew point zero eight, altimeter two nine five two. Additional weather information is contained in this report on page 4, under the heading Weather Information. ## Aircraft - Registration: [N9166W](https://openairdocs.org/deregistered/N9166W-2013-08-21), registration cancelled 2013-08-21, S/N 28-10845, built 1967 (OpenAirDocs) - Reported make and model: Piper PA-28-235 - Registry model: [Piper PA-28-235](https://openairdocs.org/model/piper-pa-28-235) (registry code 7102810) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-10845 - Airframe hours: 4079 - Engines: Lycoming O-540-B4B5 235 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Operator: Dennis A. Schindel - Registered owner: Seguin Flyers Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 7, 1997, 84 hours before - Departed: HKS, JACKSON, MS - Destination: 3R5, SAN ANTONIO, TX - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 46; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 552 total, 100 in this make and model, 332 as pilot in command, 17 in the last 90 days, 1 in the last 30 days ## Weather - Conditions: Instrument (IMC), Day - Wind: 340° at 11 knots - Visibility: 10 statute miles - Lowest ceiling: 800 ft overcast - Temperature: 48 °F, dew point 46 °F - Altimeter: 29.00 inHg - Observed at: JAN, 15 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19980222001569A](https://openairdocs.org/incident/19980222001569A), Feb 22, 1998: Piper PA28235, Jackson, MS, Destroyed, 1 fatal. Departed under IFR into IMC. Failed hold heading and alitude. Lost control vertigo and spiral dive to impact. (.4)following a takeoff in low ceilings, rain,… 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.