# NTSB CEN10LA034: Piper PA-18-135, N1198C, Sikeston, MO, October 31, 2009 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: October 31, 2009, 11:59 local (16:59 UTC) - Place: Sikeston, MO - Coordinates: 36.968334, -89.497497 - Nearby events: https://openairdocs.org/map.md?lat=36.9683&lon=-89.4975&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report June 17, 2010 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA St. Louis FSDO - NTSB case key (mKey): 74984 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN10LA034 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/74984/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=74984 - Page: https://openairdocs.org/ntsb/CEN10LA034 ## Probable cause The pilot's failure to maintain directional control during a crosswind takeoff. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Wind: crosswind](https://openairdocs.org/ntsb-findings/03034040): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Piper PA-18-135, 3 cases](https://openairdocs.org/ntsb-findings/03034040/cases.md?model=7101820), [All aircraft, 1,008 cases](https://openairdocs.org/ntsb-findings/03034040/cases.md) - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-18-135, 9 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=7101820), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490) (defining event); cases with it: [Piper PA-18-135, 2 cases](https://openairdocs.org/ntsb-events/490/sequence.md?model=7101820), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md) - [Post-impact: Explosion (post-impact)](https://openairdocs.org/ntsb-events/180); cases with it: [Piper PA-18-135, 1 case](https://openairdocs.org/ntsb-events/180/sequence.md?model=7101820), [All aircraft, 47 cases](https://openairdocs.org/ntsb-events/180/sequence.md) - [Post-impact: Fire/smoke (post-impact)](https://openairdocs.org/ntsb-events/170); cases with it: [Piper PA-18-135, 1 case](https://openairdocs.org/ntsb-events/170/sequence.md?model=7101820), [All aircraft, 354 cases](https://openairdocs.org/ntsb-events/170/sequence.md) ## Analysis The single-engine tailwheel-equipped airplane was destroyed by post impact fire when the airplane impacted a metal carport type structure during takeoff roll from a private grass airstrip. No witnesses observed the airplane’s takeoff roll and impact with the metal structure. One witness reported that he heard the airplane during the takeoff roll and that the engine sounded like it was operating normally prior to impact. The airplane was departing to the south and the wind was from the west at about 10 knots. The on-site investigation revealed that there was a single tire imprint about 445 feet long which led from the right side of the runway centerline to the impact area on the metal structure. The airplane wreckage was located about 85 feet past the metal structure. Ground scars that were consistent with propeller strikes were found between the metal structure and the airplane wreckage. The inspection of the airframe and engine revealed no pre-impact anomalies. The pilot who owned the airplane was in the rear seat, but he was not a certificated instructor pilot. The pilot rated passenger did not have a tailwheel endorsement to fly the airplane as required by the 14 Code of Federal Regulations Part 61. The airplane owner’s handbook stated, “Solo operation of both models is normally from the front seat although rear seat operation is entirely feasible.” ## Factual narrative HISTORY OF FLIGHT On October 31, 2009, at 1159 central daylight time, a Piper PA-18-135, N1198C, was destroyed by post impact fire when the airplane impacted a metal carport type structure during takeoff roll from a private grass airstrip near Sikeston, Missouri. The pilot and pilot rated passenger received fatal injuries. The 14 Code of Federal Regulations (CFR) Part 91 personal flight was departing the airstrip with Cape Girardeau, Missouri, as the destination. Visual meteorological conditions prevailed at the time of the accident. No flight plan was filed. No witnesses observed the airplane’s takeoff roll and impact with the metal structure. One witness reported that he heard the airplane during the takeoff roll and that the engine sounded like it was operating normally. When he heard the airplane hit the metal structure, he ran to the accident site. As he was running toward the burning airplane, a fuel tank exploded. He was able to pull the pilot from the rear seat of the aircraft, but the fire prevented the extraction of the pilot rated passenger from the front seat of the airplane. PERSONNEL INFORMATION The 55-year-old pilot held an airline transport pilot certificate with an airplane multi-engine land rating, a commercial certificate with an airplane single-engine land rating, and a private pilot certificate with an airplane single-engine sea rating. He also held a mechanic’s certificate with airframe and power plant ratings. During his second-class medical examination on March 31, 2009, the pilot reported that his total flight time was 3,300 hours. A separate logbook page indicated that he had flown about 21 hours during April and May of 2009, but it did not indicate the type of aircraft flown. The pilot’s flight time in a Piper PA-18-135 was not determined. The pilot was not a certificated flight instructor (CFI). The 48-year-old pilot rated passenger held a private pilot’s certificate with airplane multi-engine land, airplane single-engine land, and airplane instrument ratings. During his third-class medical examination on December 2, 2008, the passenger reported that his total flight time was 800 hours. During the course of the investigation, there was no documentation obtained that indicated that the pilot rated passenger had received a tail wheel endorsement to pilot the accident airplane as required by 14 CFR Part 61. AIRCRAFT INFORMATION The airplane was a single-engine, tail wheel equipped Piper PA-18-135 with a 160-horsepower Lycoming O-320-A2B engine. The last annual maintenance inspection was conducted on May 11, 2009. The airplane had a total time of 4,222 hours, and the engine had 108 hours since its last major overhaul. The airplane was registered to the accident pilot. The Piper Owner’s Handbook for the PA-18-135 stated the following about the control system: “Conventional dual flight and engine controls are provided in the Super Cub. In the Model “135”, which is equipped with flaps, the flap control is located for frontseat operation only. Solo operation of both models is normally from the front seat although rear seat operation is entirely feasible.” METEOROLOGICAL INFORMATION At 1153, the surface weather observation at Cape Girardeau (GCI), located about 20 nautical miles north of the accident site, were: Wind 270 degrees at 10 knots, visibility 10 statute miles, sky clear, temperature 13 degrees Celsius (C), dew point 4 degrees C, altimeter 29.99 inches of Mercury. WRECKAGE AND IMPACT INFORMATION A Federal Aviation Administration (FAA) inspector arrived at the airstrip about 1600 on the day of the accident. He reported that the private grass airstrip had a north/south running runway which measured approximately 2,000 feet by 150 feet. The metal carport type structure that was struck by the airplane was located about 10 feet from the west side of the runway about midway down the runway. The runway was covered in short grass and the surface was relatively uniform and smooth. Despite a large amount of rain from the previous week, the runway was relatively dry and firm. The wind sock indicated that the wind was approximately 250 – 260 degrees at 10 knots. The inspector stated that the wind direction at the time of the accident was approximately a direct right crosswind. He reported that the airplane departed to the south. There was a single tire imprint about 445 feet long on the runway grass which led from the right side of the runway centerline to the impact area on the metal structure. The northeast corner pole of the metal structure had a white scuff mark at the impact point about 2 1/2 feet above the ground. The airplane wreckage was located about 85 feet past the metal structure. Ground scars that were consistent with propeller strikes were found between the metal structure and the airplane wreckage. The airplane was found facing an easterly direction resting on its right side with fire damage over a majority of the fuselage and wings. The empennage did not experience fire damage. The right wing was found pushed up and outward. The left wing was found on the right side of the burned fuselage lying next to the right wing. The engine had broken away from its mounts and the propeller was still attached to the engine. FAA inspectors examined the airplane and were able to establish control cable continuity from both the front and rear pilot controls out to all flight control surfaces. Aircraft braking operation could not be determined due to fire damage to the brake lines and master cylinder. The engine was rotated by the propeller and continuity was confirmed through the drive train. All four cylinders exhibited vacuum and compression. The magnetos, carburetor, fuel and oil lines were all damaged due to the post accident fire. The tips of the propeller blades were bent forward. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy of the pilot was conducted on November 2, 2009, at the Mineral Area Regional Medical Center Morgue, in Farmington, Missouri. The autopsyindicated that the cause of death resulted from a combination of Carbon Monoxide toxicity and third degree burns suffered during an on-ground airplane accident. A Forensic Toxicology Fatal Accident Report was prepared by the FAA Civil Aeromedical Institute. The results were negative for carbon monoxide, cyanide, and ethanol. Atenolol was detected in the blood and urine. ## Aircraft - Registration: [N1198C](https://openairdocs.org/deregistered/N1198C-2013-06-18), registration cancelled 2013-06-18, S/N 18-2485, built 1953 (OpenAirDocs) - Reported make and model: PIPER PA-18-135 - Registry model: [Piper PA-18-135](https://openairdocs.org/model/piper-pa-18-135) (registry code 7101820) (OpenAirDocs) - Registry engine: [Lycoming 0-290 series](https://openairdocs.org/engine/lycoming-0-290-series) (registry code 41506, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 18-2485 - Airframe hours: 4222 - Engines: Lycoming O-320-A2B 160 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Paul G. Fisher - Registered owner: Paul G. Fisher - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 11, 2009 - Departed: Sikeston, MO - Destination: CGI, Cape Girardeau, MO - Airport: Private, runway 18, 2,000 × 150 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 55; injuries: fatal; private, commercial, airline transport; airplane ratings: multi-engine land, single-engine land, single-engine sea; instrument ratings: airplane; medical: class 2, with waivers/limitations; seat: rear; toxicology performed; flight hours: 3,300 total ## Weather - Conditions: Visual (VMC), Day - Wind: 270° at 10 knots - Visibility: 10 statute miles - Temperature: 55 °F, dew point 39 °F - Altimeter: 29.98 inHg - Observed at: CGI, 20 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 20091031051039A](https://openairdocs.org/incident/20091031051039A), Oct 31, 2009: Piper PA-18-135, Sikeston, MO, Destroyed, 2 fatal. During the takeoff roll to the south, the right wing on the airplane struck a small metal shed on the right edge of the airstrip. The airplane came to rest… ## Other investigations on N1198C (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 NYC71DFA32](https://openairdocs.org/ntsb/NYC71DFA32), Dec 27, 1970: Piper PA-18 (N1198C), Old Forge, NY, substantial damage ## Docket (16 files) The files NTSB released with the investigation on April 20, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=74984. 12.9 MB in all. - Wreckage Diagram (item 1, .PDF, 48 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328261&FileExtension=.PDF&FileName=Wreckage%20Diagram-Master.PDF - Flight Logbook Page (item 2, .PDF, 17 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328305&FileExtension=.PDF&FileName=Flight%20Logbook%20Page-Master.PDF - Aircraft Maintenance Records (item 3, .PDF, 533 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328437&FileExtension=.PDF&FileName=Aircraft%20Maintenance%20Records-Master.PDF - PA-18-135 Owner's Handbook Excerpt (item 4, .PDF, 84 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328424&FileExtension=.PDF&FileName=PA-18-135%20Owner%27s%20Handbook%20Excerpt-Master.PDF - Pilot's Toxicology Report (item 5, .PDF, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328439&FileExtension=.PDF&FileName=Pilot%27s%20Toxicology%20Report-Master.PDF - Passenger's Toxicology Report (item 6, .PDF, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328440&FileExtension=.PDF&FileName=Passenger%27s%20Toxicology%20Report-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 7, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328438&FileExtension=.PDF&FileName=Release%20of%20%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Photo 1. View of Accident Site (item 8, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328427&FileExtension=.PDF&FileName=Photo%201.%20%20View%20of%20Accident%20Site-Master.PDF - Photo 2. View of "Shed" that was Struck (item 9, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328428&FileExtension=.PDF&FileName=Photo%202.%20%20View%20of%20%22Shed%22%20that%20was%20Struck-Master.PDF - Photo 3. View of Runway and Shed (item 10, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328429&FileExtension=.PDF&FileName=Photo%203.%20%20View%20of%20Runway%20and%20Shed-Master.PDF - Photo 4. View of Shed and Wreckage (item 11, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328430&FileExtension=.PDF&FileName=Photo%204.%20%20View%20of%20Shed%20and%20Wreckage-Master.PDF - Photo 5. View of Wreckage (item 12, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328431&FileExtension=.PDF&FileName=Photo%205.%20%20View%20of%20%20Wreckage-Master.PDF - Photo 6. View of Wreckage (item 13, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328432&FileExtension=.PDF&FileName=Photo%206.%20%20View%20of%20Wreckage-Master.PDF - Photo 7. View of Wreckage (item 14, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328433&FileExtension=.PDF&FileName=Photo%207.%20%20View%20of%20Wreckage-Master.PDF - Photo 8. View of Wreckage (item 15, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328434&FileExtension=.PDF&FileName=Photo%208.%20%20View%20of%20Wreckage-Master.PDF - Photo 9. View of Wreckage (item 16, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40328435&FileExtension=.PDF&FileName=Photo%209.%20%20View%20of%20Wreckage-Master.PDF 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.