# NTSB CEN16LA186: Piper PA 32R, N185DX, Alpine, TX, May 15, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: May 15, 2016, 14:30 local (19:30 UTC) - Place: Alpine, TX - Coordinates: 30.384166, -103.683609 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=30.3842&lon=-103.6836&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report December 12, 2016 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 93183 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN16LA186 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/93183/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=93183 - Page: https://openairdocs.org/ntsb/CEN16LA186 ## Probable cause The engine’s decreased performance due to high-density altitude conditions and a partially obstructed fuel injector nozzle. Contributing to the pilot's decision to perform an off-field landing was the anomalous high exhaust gas temperature reading. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Indicating/recording systems: indep instrument (clock, etc)](https://openairdocs.org/ntsb-findings/01023120): Aircraft › Aircraft systems · Malfunction (probable cause); cases with it: [Piper PA-32R-301, 1 case](https://openairdocs.org/ntsb-findings/01023120/cases.md?model=7103218), [All aircraft, 6 cases](https://openairdocs.org/ntsb-findings/01023120/cases.md) - [Performance/control parameters: climb rate](https://openairdocs.org/ntsb-findings/01062035): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-32R-301, 1 case](https://openairdocs.org/ntsb-findings/01062035/cases.md?model=7103218), [All aircraft, 265 cases](https://openairdocs.org/ntsb-findings/01062035/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-32R-301, 2 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=7103218), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) - [Info processing/decision: identification/recognition](https://openairdocs.org/ntsb-findings/02041510): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-32R-301, 3 cases](https://openairdocs.org/ntsb-findings/02041510/cases.md?model=7103218), [All aircraft, 559 cases](https://openairdocs.org/ntsb-findings/02041510/cases.md) - [Temp/humidity/pressure: high density altitude](https://openairdocs.org/ntsb-findings/03031020): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Piper PA-32R-301, 2 cases](https://openairdocs.org/ntsb-findings/03031020/cases.md?model=7103218), [All aircraft, 278 cases](https://openairdocs.org/ntsb-findings/03031020/cases.md) - [Engine fuel and control: fuel injector nozzle](https://openairdocs.org/ntsb-findings/01057313): Aircraft › Aircraft power plant · Related operating info (probable cause); cases with it: [Piper PA-32R-301, 1 case](https://openairdocs.org/ntsb-findings/01057313/cases.md?model=7103218), [All aircraft, 20 cases](https://openairdocs.org/ntsb-findings/01057313/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) (defining event); cases with it: [Piper PA-32R-301, 3 cases](https://openairdocs.org/ntsb-events/340/sequence.md?model=7103218), [All aircraft, 820 cases](https://openairdocs.org/ntsb-events/340/sequence.md) - [Initial climb: Engine shutdown](https://openairdocs.org/ntsb-events/140); cases with it: [Piper PA-32R-301, 1 case](https://openairdocs.org/ntsb-events/140/sequence.md?model=7103218), [All aircraft, 80 cases](https://openairdocs.org/ntsb-events/140/sequence.md) - [Landing-landing roll: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-32R-301, 12 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7103218), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The private pilot and passenger had just departed for a personal flight. The pilot reported that the takeoff roll required "a good bit of runway." The pilot reported that, during the initial climb, he noted that the exhaust gas temperature (EGT) was "pegged," so he reversed course to return to the airport. He was not able to find a "responsive power setting" and adjusted the mixture in attempt to cool the engine. The pilot attempted to troubleshoot the high EGT without result, and he subsequently conducted a precautionary off-field, gear-up landing, during which the right wing and fuselage sustained substantial damage. Postaccident examination of the engine revealed that the No. 6 fuel injector nozzle was partially obstructed. It is likely that the partially obstructed fuel injector nozzle and the high-density altitude, which was calculated to be 5,750 ft at the time of the accident, resulted in less-than-expected engine performance. During a postaccident engine run, the engine ran normally; however, the EGT was providing anomalous indications. Therefore, the information provided to the pilot by the EGT during the flight was likely anomalous; however, the pilot had no way of knowing this, and it likely contributed to his decision to perform an off-field landing. The decreased engine performance was not supported by any of the other engine gauges. ## Factual narrative On May 15, 2016, about 1430 central daylight time, a Piper PA-32R-301 airplane, N185DX, was substantially damaged when it impacted terrain following a precautionary landing 1 mile east of the Alpine-Casparis Municipal Airport (E38), Alpine, Texas. The private pilot and passenger were not injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no Federal Aviation Administration (FAA) flight plan had been filed for the flight. The flight was originating at the time of the accident.According to the pilot, he had difficulty starting the engine after refueling. He followed the flooded engine start procedures and "ran the engine up" and checked the magnetos. The rpms "seemed satisfactory." The takeoff roll from runway 23 (5,018 feet by 60 feet, asphalt) required "a good bit of runway." During the climb the pilot noted that the exhaust gas temperature (EGT) was "pegged" and he reversed course to return to the airport. He stated that he was not able to find a "responsive power setting" and adjusted the mixture in attempt to cool the engine. He stated that the engine was not "missing." He left the landing gear up and after the airplane cleared powerlines the pilot "cut the engine." He performed a gear-up precautionary landing at which time the right wing and fuselage sustained substantial damage. The engine was examined under the auspices of the National Transportation Safety Board investigator-in-charge. The number six spark plug exhibited signatures consistent with a lean mixture. The remaining lower spark plugs and the engine cylinders contained carbon deposits consistent with a rich fuel/air mixture. The flame tubes within the muffler were cracked and deteriorating but remained in place. The EGT was connected to the engine via a single probe attached to the number six cylinder. The connection was secure and the probe cable was unremarkable. An external examination of the engine revealed no mechanical anomalies that would have precluded normal operation. The engine remained on the airframe. The airframe was secured to a trailer and an external fuel supply was connected to the engine. The propeller was impact damage and exhibited rotational scoring and bending on each blade. For the examination and test run it was replaced with a test propeller. The engine started without hesitation and ran for 15 to 20 minutes at varying power settings. The magneto check and propeller governor check were normal and 2,700 rpm and 29 to 30 inches of manifold pressure were obtained. The investigator noted that the EGT was immediately high (near or above the peak EGT) and fluctuated at varying power and mixture settings. At the higher power settings the EGT increased to the maximum reading and then fell off to zero. The engine was shut down and examined. All six spark plugs were darker in color consistent with a rich fuel/air mixture. The number six fuel injector was foundpartially occluded and the obstruction was removed. A second engine test run was conducted about two hours later. The EGT continued to fluctuate at lower power settings and was generally high (near or above the peak EGT). At higher power settings the EGT increased to the maximum reading and then fell off to zero. An examination of the engine and related systems revealed no mechanical anomalies that would have precluded normal operation. Calculations of relevant meteorological data revealed that the density altitude at the time of the accident was 5,750 feet. ## Aircraft - Registration: [N185DX](https://openairdocs.org/deregistered/N185DX-2018-03-12), registration cancelled 2018-03-12, S/N 32R-8013039, built 1979 (OpenAirDocs) - Reported make and model: PIPER PA 32R (301) - Registry model: [Piper PA-32R-301](https://openairdocs.org/model/piper-pa-32r-301) (registry code 7103218) (OpenAirDocs) - Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 32R-8013039 - Year built: 1979 - Airframe hours: 5611.4 - Engines: Lycoming IO-540-K165D 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 2, 2015 - Departed: E38, Alpine, TX - Destination: RBO, Robstown, TX - Airport: E38, Alpine-Casparis Municipal Airp - Equipment: Auto-pilot, Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: none; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review January 16, 2016; seat: left; restraint: 3-point; flight hours: 2,257 total, 275 in this make and model, 2,200 as pilot in command, 75 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 150° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 63 °F, dew point 57 °F - Altimeter: 30.17 inHg - Observed at: E38, 1 nm away ## Docket (1 files) The files NTSB released with the investigation on September 6, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=93183. 3.2 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40444186&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-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.