# NTSB CEN10LA370: Piper PA-24-250, N5798P, Centerville, MO, July 2, 2010 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 2, 2010, 12:15 local (17:15 UTC) - Place: Centerville, MO - Coordinates: 37.433334, -90.949996 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.4333&lon=-90.9500&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report May 11, 2011 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Federal Aviation Administration - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 76533 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN10LA370 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/76533/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=76533 - Page: https://openairdocs.org/ntsb/CEN10LA370 ## Probable cause A loss of engine power due to carburetor icing as a result of the pilot not using carburetor heat. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Effect on equipment (probable cause); cases with it: [Piper PA-24-250, 6 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=7102404), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Piper PA-24-250, 2 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=7102404), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) - [Use of equip/info: use of checklist](https://openairdocs.org/ntsb-findings/02063030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-24-250, 5 cases](https://openairdocs.org/ntsb-findings/02063030/cases.md?model=7102404), [All aircraft, 336 cases](https://openairdocs.org/ntsb-findings/02063030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Other weather encounter](https://openairdocs.org/ntsb-events/400); cases with it: [Piper PA-24-250, 3 cases](https://openairdocs.org/ntsb-events/400/sequence.md?model=7102404), [All aircraft, 1,127 cases](https://openairdocs.org/ntsb-events/400/sequence.md) - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Piper PA-24-250, 23 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7102404), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-24-250, 23 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7102404), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-24-250, 55 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102404), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The airplane sustained a loss of engine power in cruise flight at 6,000 feet mean sea level. The pilot observed the propeller RPMs increase and then noticed the engine was not producing full power. He selected both main fuel tanks and turned on the electric fuel pump. The airplane impacted a tree during the forced landing, resulting in substantial damage to the right wing. A postaccident examination of the wreckage, which included an engine operational test run, revealed no evidence of a mechanical malfunction. The recorded temperature, dew point, and calculated values aloft were plotted on an icing chart and their intersection fell in the “serious icing (glide power)” range. The airplane Owner’s Handbook for emergency procedures during an engine failure indicated, in part, that the pilot should apply carburetor heat. The pilot reported that he did not use carburetor heat following the loss of engine power. ## Factual narrative On July 2, 2010, about 1215 central daylight time, a Piper PA-24-250, N5798P, piloted by a private pilot, sustained substantial damage on impact with a tree during a forced landing near Centerville, Missouri, following a loss of engine power in cruise flight. The personal flight was operating under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed in the area at the time of the accident. The flight was on an activated instrument flight rules flight plan. The pilot and passenger reported no injuries. The flight originated from the Moraine Air Park, near Dayton, Ohio, about 1040 and was destined for the Branson Airport, near Springfield, Missouri. The pilot reported that he was in cruise at 6,000 feet above mean sea level when he saw the propeller RPMs jump and then noticed the engine not producing full power. He turned on both main fuel tanks and the electric fuel pump. He advised the air traffic controller that he had a problem. He indicated that the terrain was hilly and wooded. He lined up for a forced landing on a road. When he descended, he noted a bridge across the road. He “hopped” the airplane over a fence and landed in a pasture that contained low brush and a small tree. The airplane’s right wing sustained substantial damage on impact with the tree. The airplane was examined on-scene by Federal Aviation Administration (FAA) inspectors. No airframe anomalies were detected. The airplane wreckage was recovered from the field and held for further examination by a FAA inspector. The FAA inspector was able to get the engine to run during the examination. At 1152, the recorded weather about 112 nautical miles and 260 degrees from the accident site at the Springfield-Branson National Airport (SGF), near Springfield, Missouri, was: Wind 120 degrees at 7 knots; Sky condition clear; Temperature 26 degrees C; Dew point 14 degrees C; Altimeter 30.17 inches of mercury. A -2 degrees C per 1,000 feet standard lapse rate to 6,000 feet above mean sea level in reference to SGF was applied to the recorded temperature and dew point. The surface temperature and dew point values and the calculated aloft values were plotted on the icing chart listed in Special Airworthiness Information Bulletin CE-09-35. Both their intersection fell in the “serious icing (glide power)” range. The airplane owner’s handbook emergency procedures, in part, indicated: Engine Failure: The most common cause of engine failure is mismanagement or malfunction of the fuel system. Therefore, the first step to take after engine failure is to move the fuel selector valve to the tank not being used. This will often keep the engine running even if there is no apparent reason for the engine to stop on the tank being used. If changing to the opposite fuel tank does not restore the engine: (1) Check fuel pressure and turn on electric fuel pump, if off. (2) Push mixture control to full rich. (3) Apply carburetor heat. (4) Check ignition switch. The pilot reportedthat he did not use carburetor heat following the loss of engine power and did not note the indications on the carburetor temperature gauge. ## Aircraft - Registration: [N5798P](https://openairdocs.org/aircraft/N5798P), registered now, S/N 24-878, built 1959 (OpenAirDocs) - Reported make and model: PIPER PA-24-250 - Registry model: [Piper PA-24-250](https://openairdocs.org/model/piper-pa-24-250) (registry code 7102404) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 24-878 - Airframe hours: 4662 - Engines: LYCOMING O-540-A1A5 250 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 5, 2009 - Departed: I73, Dayton, OH - Destination: BBG, Branson, MO - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 60; injuries: none; private; airplane ratings: multi-engine land, single-engine sea, single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review July 5, 2008; seat: left; flight hours: 2,002 total, 447 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 79 °F, dew point 57 °F - Altimeter: 30.17 inHg - Observed at: SGF, 112 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 20100702041019A](https://openairdocs.org/incident/20100702041019A), Jul 2, 2010: Piper PA-24-250, Centerville, MO, Substantial damage. The pilot stated that he was in cruise flight at 6000' MSL on an IFR flight plan from kettering, oh (K173) to branson, MO (kplk). He felt the propeller begin… ## Docket (5 files) The files NTSB released with the investigation on February 8, 2011, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=76533. 2.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 951 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40333079&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Pilot Statement (item 2, .PDF, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40333092&FileExtension=.PDF&FileName=Pilot%20Statement-Master.PDF - Miscellaneous - Owner's Handbook Excerpt (item 3, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40333080&FileExtension=.PDF&FileName=Miscellaneous%20-%20Owner%27s%20Handbook%20Excerpt-Master.PDF - Miscellaneous - Icing Chart CE-09-35 (item 4, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40333072&FileExtension=.PDF&FileName=Miscellaneous%20-%20Icing%20Chart%20CE-09-35-Master.PDF - Miscellaneous - Icing Chart CE-09-35 with surface and caluclated temperature/dew points depicted (item 5, .PDF, 190 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40333667&FileExtension=.PDF&FileName=Miscellaneous%20-%20Icing%20Chart%20CE-09-35%20with%20surface%20and%20caluclated%20temperature%2Fdew%20points%20depicted-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.