# NTSB CEN16LA394: Piper PA 22-108, N4920Z, Pearland, TX, September 24, 2016 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: September 24, 2016, 13:05 local (18:05 UTC) - Place: Pearland, TX - Coordinates: 29.508888, -95.233055 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=29.5089&lon=-95.2331&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Serious injuries - Injuries: 1 serious, 1 minor - Status: Completed, report November 15, 2018 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA FSDO - NTSB case key (mKey): 94156 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN16LA394 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/94156/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=94156 - Page: https://openairdocs.org/ntsb/CEN16LA394 ## Probable cause A partial loss of engine power during takeoff for reasons that could not be determined based on the available information following a thorough postaccident examination. ## 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-22-108, 5 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7102204), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/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-22-108, 1 case](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=7102204), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) - [Terrain: rough terrain](https://openairdocs.org/ntsb-findings/03021015): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Piper PA-22-108, 1 case](https://openairdocs.org/ntsb-findings/03021015/cases.md?model=7102204), [All aircraft, 442 cases](https://openairdocs.org/ntsb-findings/03021015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342); cases with it: [Piper PA-22-108, 1 case](https://openairdocs.org/ntsb-events/342/sequence.md?model=7102204), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Piper PA-22-108, 1 case](https://openairdocs.org/ntsb-events/342/sequence.md?model=7102204), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-22-108, 11 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102204), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The private pilot reported that he had completed a preflight inspection and filled the fuel tanks before taxiing to the runway for takeoff. He checked his instruments and performed an engine run-up; the tachometer indicating 1,800-1,900 rpm. He checked his magnetos and carburetor heat. Everything seemed okay. He lined up on the runway and then advanced the throttle; everything seemed okay. At 65 mph, he "pulled back" and took off. About 100-200 ft agl, the pilot noticed the rpm was about 1,800 and not increasing. Additionally, the airplane was not gaining any altitude. The pilot turned back toward the airport and tried to maneuver to make an emergency landing in a rough, vegetated field. During the approach to the field, the pilot avoided a house and a barn before the left wing contacted a tree and the airplane subsequently impacted the ground nose-first. A postcrash examination of the airframe and engine at the accident site did not reveal any preimpact anomalies. The atmospheric conditions at the time of the accident were conducive to the development of light carburetor icing at cruise or descent power, or borderline serious icing at descent power. According to the airplane Owner's Manual, to takeoff, advance the throttle to full power and allow the airplane to accelerate. Apply back pressure on the control wheel to lift the nose wheel at 65 mph. Once airborne, lower the nose to climb at the best rate of climb, 75 mph. With a fixed pitch propeller, 75 percent power can be maintained up to 7,000 ft. by increasing rpm as altitude is increased The maximum continuous rpm for the airplane is 2,600. Per the engine Operator's Manual, for takeoff at performance cruise power, 75 percent rated, the rpm should be 2,350. ## Factual narrative **This report was modified on 10/5/2018. Please see the public docket for this accident to view the original report.** On September 24, 2016, about 1305 central daylight time, a Piper PA-22, airplane, N4920Z, registered to the pilot, sustained substantial damage during impact with terrain while maneuvering to make an emergency landing near the Pearland Regional Airport (LVJ), Pearland, Texas. The private pilot sustained serious injuries and his passenger sustained minor injuries. The local flight was being conducted under the provisions of Federal Code of Regulations Part 91. Visual meteorological conditions prevailed and a flight plan was not filed. The flight originated from LVJ about 1300. The pilot reported that he had completed a preflight and topped off with fuel prior to taxiing to runway 14 for takeoff at LVJ. He checked his instruments and performed an engine run-up; the tachometer indicating 1,800-1,900 rpm. He checked his magnetos and carburetor heat. Everything seemed okay. He lined up on the runway and then advanced the throttle; everything seemed okay. At 65 knots, he "pulled back" and took off. About 100-200 ft agl, the pilot noticed the rpm was about 1,800 and not increasing. Additionally, the airplane was not gaining any altitude. The pilot turned back toward the airport and tried to maneuver to make an emergency landing in a rough, vegetated field. During the approach to the field, the pilot avoided a house and a barn before the left wing contacted a tree and the airplane subsequently impacted the ground nose-first. The pilot and passenger exited the airplane and were transported to the hospital. The FAA inspector that examined the airplane wreckage at the accident site did not find any pre-impact anomalies with the engine or the airframe. Fuel was present in the fuel tanks. LVJ METAR: SPECI KLVJ 241802Z AUTO 21006KT 3SM RA BKN027 BKN034 OVC043 28/25 A3001 According to the Icing Probability Chart, with a temperature of 28 degrees C and dew point of 25 degrees C, the aircraft engine could have been susceptible to light carburetor icing at cruise or descent power, or borderline serious icing at descent power. After the accident, the pilot reported that he did not use the carburetor heat during takeoff. The pilot also stated that the airplane had been running smoothly in recent flights. According to the Owner's Manual, to takeoff, advance the throttle to full power and allow the airplane to accelerate. Apply back pressure on the control wheel to lift the nose wheel at 65 mph. Once airborne, lower the nose to climb at the best rate of climb, 75 mph. With a fixed pitch propeller, 75 percent power can be maintained up to 7,000 ft. by increasing rpm as altitude is increased The maximum continuous rpm for the airplane is 2,600. Per the Lycoming Operator's Manual, for takeoff at performance cruise power, 75 percent rated, the rpm should be 2,350. ## Aircraft - Registration: [N4920Z](https://openairdocs.org/deregistered/N4920Z-2017-08-15), registration cancelled 2017-08-15, S/N 22-8509, built 1961 (OpenAirDocs) - Reported make and model: PIPER PA 22-108 (108) - Registry model: [Piper PA-22-108](https://openairdocs.org/model/piper-pa-22-108) (registry code 7102204) (OpenAirDocs) - Registry engine: [Lycoming 0-235 series](https://openairdocs.org/engine/lycoming-0-235-series) (registry code 41505, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 22-8509 - Year built: 1961 - Airframe hours: 3269 - Engines: LYCOMING O-235 SERIES 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 1, 2016, 3,200 hours before - Departed: LVJ, Pearland, TX - Destination: LVJ, Pearland, TX - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 61; injuries: serious; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review May 28, 2015; seat: left; restraint: 3-point; flight hours: 177 total, 170 in this make and model, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 210° at 6 knots - Visibility: 3 statute miles - Lowest ceiling: 2,700 ft broken - Temperature: 82 °F, dew point 77 °F - Altimeter: 30.01 inHg - Observed at: LVJ, 1 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 20160924012199A](https://openairdocs.org/incident/20160924012199A), Sep 24, 2016: Piper PA-22-108, Pearland, TX, Destroyed. The aircraft experienced low engine power at run up and decaying power during and after takeoff. The pilot, after a failure to climb at a sufficent rate,… ## Docket (6 files) The files NTSB released with the investigation on July 9, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=94156. 4.4 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 3.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464608&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Memorandum for the Record - Pilot Interview Summary (item 2, .PDF, 148 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464609&FileExtension=.PDF&FileName=Memorandum%20for%20the%20Record%20-%20Pilot%20Interview%20Summary-Master.PDF - Memorandum for the Record - FAA Inspector Examination of Wreckage (item 3, .PDF, 136 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464610&FileExtension=.PDF&FileName=Memorandum%20for%20the%20Record%20-%20FAA%20Inspector%20Examination%20of%20Wreckage-Master.PDF - Carburetor Icing Probability Chart (item 4, .PDF, 269 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464611&FileExtension=.PDF&FileName=Carburetor%20Icing%20Probability%20Chart-Master.PDF - Memorandum for the Record - Weather Information and Carburetor Icing Probabilty (item 5, .PDF, 136 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464612&FileExtension=.PDF&FileName=Memorandum%20for%20the%20Record%20-%20Weather%20Information%20and%20Carburetor%20Icing%20Probabilty-Master.PDF - Photo Array (item 6, .PDF, 2 photos, 325 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464613&FileExtension=.PDF&FileName=Photo%20Array-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.