# NTSB CEN16LA132: Piper PA24, N8154P, Kentland, IN, March 26, 2016 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: March 26, 2016, 13:45 local (18:45 UTC) - Place: Kentland, IN - Coordinates: 40.758888, -87.437774 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.7589&lon=-87.4378&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report October 6, 2016 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA FSDO - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 92903 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN16LA132 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92903/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92903 - Page: https://openairdocs.org/ntsb/CEN16LA132 ## Probable cause The loss of engine power for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any mechanical anomalies that would have precluded normal operation. Contributing to the accident was the flight instructor's inadequate airspeed management during the forced landing, which led to an aerodynamic stall at low altitude. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA-24-250, 13 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7102404), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-24-250, 12 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=7102404), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level; cases with it: [Piper PA-24-250, 24 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=7102404), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Not specified; 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) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Unknown or undetermined](https://openairdocs.org/ntsb-events/000); cases with it: [Piper PA-24-250, 5 cases](https://openairdocs.org/ntsb-events/000/sequence.md?model=7102404), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) - [Approach-VFR pattern final: 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) - [Landing: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241); cases with it: [Piper PA-24-250, 12 cases](https://openairdocs.org/ntsb-events/241/sequence.md?model=7102404), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) ## Analysis The flight instructor reported that he had demonstrated the use of the airplane's fuel quantity gauge during the instructional flight. As part of the demonstration, he had changed the position of the fuel selector but did not recall in what position he had left the selector at the conclusion of the exercise. While approaching the airport to land, the engine experienced a total loss of power, and the flight instructor assumed control of the airplane. During the subsequent forced landing to a field, the airplane stalled about 10 feet above the ground and landed hard, resulting in substantial damage. Postaccident examination found fuel in all fuel tanks with the exception of the right auxiliary tank. No mechanical anomalies were found with the airplane. The position of the fuel selector before the loss of engine power could not be determined, as the flight instructor turned the selector to the off position during the postaccident egress. The airplane was operating in an area conducive to the formation of serious icing at glide power, however, it could not be determined if the loss of engine power was a result of fuel starvation with the right auxiliary fuel tank selected, or if carburetor icing had formed during the airplane's descent. It is likely that the stall experienced during the forced landing contributed to the severity of damage to the airplane. ## Factual narrative On March 26, 2016, about 1345 central daylight time, a Piper PA-24-250 airplane, N8154P, was substantially damaged during a forced landing near Kentland, Indiana. The flight instructor and private rated pilot receiving instruction sustained minor injuries. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The local flight originated from the Kentland Municipal Airport (50I), Kentland, Indiana.According to the flight instructor, following air work he demonstrated how to use the single fuel gauge and the momentary selector buttons to display how much fuel was in each tank. He then demonstrated the gauge using the fuel selector. The instructor could not recall which position he left the fuel selector in. He reduced power and descended from 3,000 ft mean sea level through 1,500 ft and set up for a 500 ft per minute descent towards runway 09 with approximately 14 inches manifold pressure, fuel pump on, and carburetor heat on. At an undetermined time, the private pilot began flying the airplane. About ½ mile from the approach end of the runway 9, the airplane's descent rate increased so the instructor called for the private pilot to add engine power. When the engine did not respond, the instructor took control of the airplane and turned right to land in a field. He checked the engine instruments and fuel quantities and could not get the engine to respond. The airplane stalled about 10-15 ft above ground level and the airplane landed hard. The instructor turned off the cockpit switches to include the fuel selector and both pilots exited the airplane. The responding Federal Aviation Administration inspectors examined that wreckage and found substantial damage to the fuselage and both wings. In addition, each fuel tank contained an unmeasured amount with the exception of the right auxiliary tank which was found empty. No anomalies were discovered which would have precluded normal operation of the engine. After the accident, the instructor recalled that during the air work portion of the flight, the right wings seemed to be "a bit heavy" but he was not surprised since most of the indicated fuel was contained in the right main and right auxiliary tanks. A review of the Carburetor Icing Probability Chart located in the FAA's Special Airworthiness Information Bulletin CE-09-35, Carburetor Icing Prevention, dated June 30, 2009, found that the airplane was operated in an area conducive to the formation of serious icing while operating at glide power. ## Aircraft - Registration: [N8154P](https://openairdocs.org/deregistered/N8154P-2018-05-31), registration cancelled 2018-05-31, S/N 24-3409, built 1963 (OpenAirDocs) - Reported make and model: PIPER PA24 (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: 24-3409 - Year built: 1963 - Engines: LYCOMING O-540-A1D5 250 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 14, 2016, 4,131 hours before - Departed: 50I, Kentland, IN - Destination: 50I, Kentland, IN - Airport: 50I, Kentland Muni, runway 09, 4,004 × 60 ft, asphalt - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 77; injuries: minor; commercial, flight instructor; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review July 11, 2015; seat: right; restraint: lap only; flight hours: 5,016 total, 2,101 in this make and model, 4,400 as pilot in command, 2.7 in the last 90 days, 1.1 in the last 30 days, 1.1 in the last 24 hours - Pilot; age 61; injuries: minor; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; seat: left; restraint: 3-point; flight hours: 778 total, 1 in this make and model, 718 as pilot in command, 8.6 in the last 90 days, 3.5 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 52 °F, dew point 34 °F - Altimeter: 30.12 inHg - Observed at: KRZL, 18 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 20160326002629A](https://openairdocs.org/incident/20160326002629A), Mar 26, 2016: Piper PA-24-250, Kentland, IN, Substantial damage. The aircraft lost engine power on final approach. Investigation found that the pilot had used the right auxiliary fuel tank and depleted the tank of fuel,… ## Other investigations on N8154P (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 NYC77FFJ37](https://openairdocs.org/ntsb/NYC77FFJ37), Jun 26, 1977: Piper PA-24 (N8154P), Elmira, NY, substantial damage ## Docket (4 files) The files NTSB released with the investigation on July 19, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92903. 1.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 834 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442421&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Photo (Non NTSB) (item 2, .PDF, 1 photo, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442422&FileExtension=.PDF&FileName=Photo%20(Non%20NTSB)-Master.PDF - Carburetor Icing Probability Chart (item 3, .PDF, 313 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442423&FileExtension=.PDF&FileName=Carburetor%20Icing%20Probability%20Chart-Master.PDF - Record of Conversation FAA (item 4, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40442424&FileExtension=.PDF&FileName=Record%20of%20Conversation%20FAA-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.