# NTSB CEN17LA062: Piper PA22, N5499Z, Piedmont, MO, December 28, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: December 27, 2016, 18:40 local (Dec 28, 2016, 00:40 UTC) - Place: Piedmont, MO - Coordinates: 37.124443, -90.714996 - Nearby events: https://openairdocs.org/map.md?lat=37.1244&lon=-90.7150&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report June 25, 2019 - 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): 94542 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN17LA062 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/94542/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=94542 - Page: https://openairdocs.org/ntsb/CEN17LA062 ## Probable cause The pilot’s descent below glidepath, which resulted in the airplane’s impact with power lines. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: descent/approach/glide path](https://openairdocs.org/ntsb-findings/01062040): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-22-108, 1 case](https://openairdocs.org/ntsb-findings/01062040/cases.md?model=7102204), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/01062040/cases.md) - [Use of equip/info](https://openairdocs.org/ntsb-findings/02063000): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-22-108, 2 cases](https://openairdocs.org/ntsb-findings/02063000/cases.md?model=7102204), [All aircraft, 111 cases](https://openairdocs.org/ntsb-findings/02063000/cases.md) - [Object/animal/substance: wire](https://openairdocs.org/ntsb-findings/03022032): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Piper PA-22-108, 1 case](https://openairdocs.org/ntsb-findings/03022032/cases.md?model=7102204), [All aircraft, 588 cases](https://openairdocs.org/ntsb-findings/03022032/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-22-108, 1 case](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=7102204), [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: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Piper PA-22-108, 4 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=7102204), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Approach: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120); cases with it: [Piper PA-22-108, 1 case](https://openairdocs.org/ntsb-events/120/sequence.md?model=7102204), [All aircraft, 1,074 cases](https://openairdocs.org/ntsb-events/120/sequence.md) - [Emergency descent: 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 performed several touch-and-go landings at a nearby airport and then returned to his home airport to perform several more touch-and-go landings. As he approached the runway for the third landing, he added throttle to adjust his glidepath; however, the engine did not respond. The pilot added that the engine continued to run but did not produce enough power to maintain altitude. The airplane continued to descend, and its landing gear caught a power line. The airplane then impacted terrain. Fuel was present on site. Examination of the airframe and engine revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. The examination noted that the propeller blade tips were bent forward with gouges and chordwise scoring on the leading edges, consistent with the engine producing high power. The pilot reported that he did not apply carburetor heat on the approach; however, weather conditions in the area were conducive to the formation of serious carburetor icing at cruise power settings. Although the pilot did not apply carburetor heat and reported that the engine did not produce enough power to maintain altitude, the postaccident examination did not reveal any airplane mechanical malfunctions or failures, and propeller signatures indicate the engine was producing high power during the accident sequence. Thus, the reason for the pilot’s descent below glidepath could not be determined based on the available information. ## Factual narrative On December 27, 2016, about 1830 central standard time, a Piper PA22-108 airplane, N5499Z, impacted a power line and terrain near Piedmont, Missouri. The private rated pilot was not injured and the airplane was substantially damaged during the accident. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time. The pilot reported that he had performed several touch-and-go landings at another airfield, and then returned to the Piedmont Municipal Airport ( KPYN), for additional touch-and-go's. As he approached the runway for the third landing, he added throttle to adjust his glide path; however, the engine did not respond. He added that the engine continued to run, but did not have enough power to maintain altitude. The airplane continued to descend and then the airplane's landing gear caught a power line. The airplane impacted terrain, coming to rest inverted about a half mile short of the runway. The Federal Aviation Administration (FAA) inspector found that substantial damage was noted to the airplane's fuselage and wings. Fuel was present on site. Further examination of the airplane revealed that control continuity was confirmed to the respective flight and engine controls. When rotated by hand, engine continuity and compression was established on each cylinder. Inspection of the propeller blade tips found they were bent forward; leading edges were gouged and displayed cord wise scoring. No pre-impact abnormalities were noted during the airframe or engine examination. The automated weather observation facility located at the Poplar Bluff Municipal Airport (KPOF) located 29 miles southeast of the accident site recorded at 1753, wind from 170 degrees at 3 knots, 10 miles visibility, a clear sky, temperature 40 degrees Fahrenheit (F), dew point 34 F, and a barometric pressure of 30.25 inches of mercury. The carburetor icing probability chart included in Federal Aviation Administration Special Airworthiness Information Bulletin No. CE-09-35, Carburetor Icing Prevention, indicated that the airplane was operating in an area that was associated with a serious risk of carburetor ice formation at cruise power settings. The pilot stated that he did not use carburetor heat on the approach; adding that the POH (pilot's operating handbook) doesn't call for the use of carburetor heat when at reduced power settings, only at reduced power settings when carburetor icing conditions are present. ## Aircraft - Registration: [N5499Z](https://openairdocs.org/deregistered/N5499Z-2020-01-06), registration cancelled 2020-01-06, S/N 22-9285, built 1962 (OpenAirDocs) - Reported make and model: PIPER PA22 (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: 22-9285 - Year built: 1962 - Engines: LYCOMING O-290 135 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 15, 2016 - Departed: KPOF, Poplar Bluff, MO - Destination: KPYN, Piedmont, MO ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 54; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review October 26, 2016; seat: left; flight hours: 83.3 total, 33.7 in this make and model ## Weather - Conditions: Visual (VMC), Dusk - Wind: 170° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 43 °F, dew point 34 °F - Altimeter: 30.25 inHg - Observed at: KPOK, 29 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 20161227023429A](https://openairdocs.org/incident/20161227023429A), Dec 27, 2016: Piper PA-22-108, Piedmont, MO, Substantial damage. The 83 hour private pilot was conducting night currency flights at his local airport, kpyn, Piedmont, MO. He made two previous landings on runway 21 and… ## Docket (6 files) The files NTSB released with the investigation on April 30, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=94542. 2.0 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455210&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Page from POH (item 2, .PDF, 237 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455211&FileExtension=.PDF&FileName=Page%20from%20POH-Master.PDF - Memo (item 3, .PDF, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455212&FileExtension=.PDF&FileName=Memo-Master.PDF - Weather Reports and Records (item 4, .PDF, 94 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455213&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Carb Icing Chart (item 5, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455214&FileExtension=.PDF&FileName=Carb%20Icing%20Chart-Master.PDF - Photos (item 6, .PDF, 487 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455215&FileExtension=.PDF&FileName=Photos-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.