# NTSB CHI03LA315: Piper PA-24-250, N122CC, Chanute, KS, September 22, 2003 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: September 22, 2003, 01:30 local (06:30 UTC) - Place: Chanute, KS - Coordinates: 37.668888, -95.485 - Nearby events: https://openairdocs.org/map.md?lat=37.6689&lon=-95.4850&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report February 24, 2005 - Report: Approved by Office Director - Parties: FAA - Wichita FSDO - NTSB case key (mKey): 57996 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI03LA315 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/57996/pdf - Page: https://openairdocs.org/ntsb/CHI03LA315 ## Probable cause The pilot 's inadequate in-flight planning/decision which resulted in both his in-flight encounter with weather, and the loss of power due to fuel exhaustion. Factors associated with the accident were the night conditions, fog, and the pilot becoming lost and disoriented. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - in-flight planning/decision - inadequate, pilot in command (cause) - weather condition - fog (contributing factor) - light condition - dark night (contributing factor) - became lost/disoriented, pilot in command (contributing factor) - Loss of engine power(total) - nonmechanical, cruise - fluid,fuel - exhaustion (cause) - in-flight planning/decision - inadequate, pilot in command (cause) - Forced landing, emergency descent/landing - In flight collision with terrain/water, emergency descent/landing - terrain condition - ground ## Analysis The airplane collided with the terrain during a night forced landing following a loss of engine power due to fuel exhaustion. The pilot received several weather briefings prior to the cross country flight. Upon reaching his destination the Automated Surface Observation System (ASOS) was reporting a 200 foot ceiling with mist. The pilot made several low passes over the airport and he was unable to see the runway. He flew to another near-by airport, but according to the pilot, the weather was worse there. He turned back toward his original destination and declared an emergency stating he was low on fuel. The pilot stated while en route he was able to see the rotating beacon at another airport, so he decided to fly there. The pilot became confused and actually headed east instead of south. The engine then lost power and the airplane impacted the terrain during the forced landing. The pilot reported he knew the airplane was burning more fuel than normal during the flight, but he was not concerned until he reached his destination and determined he was not going to be able to land because of the weather. The weather at the original destination 41 minutes prior to the accident was 7 miles visibility and 200 overcast. The temperature and dew point were both 16 degrees Celsius. The weather reported 19 minutes after the accident was 4 miles visibility with mist, 200 foot overcast, temperature and dew point were both 16 degrees Celsius. The pilot received four weather briefings prior to departure. During the third preflight briefing the pilot was informed that the ceiling at an airport 40 miles south-southwest of his destination was 600 overcast and another airport 23 miles south was 500 overcast. He was informed that the weather was forecast to improve within the hour, but the briefer stated that the fog had not been forecasted and with all the moisture that was in the area, he was not sure how quickly the conditions would improve. During the fourth briefing the pilot was informed that the current conditions at his destination were calm winds, visibility of 10 miles, 1,000 foot broken ceiling, temperature and dew point were both 17 degrees Celsius. The forecast called for winds variable at 3 knots, visibility greater then 6 miles, and scattered clouds at 10,000 feet. The briefer continued to state that he suspected the broken ceilings were going to stay in the area and the visibilities were forecast to drop during the early morning hours. A review of the pilot's written statement failed to reveal that he had contacted any facilities while en route to obtain updated weather information. ## Factual narrative On September 22, 2003, at 0130 central daylight time, a Piper PA-24-250, N122CC, operated by a non-instrument rated private pilot collided with the terrain during a night forced landing about 1/2 mile southeast of the Johnson Airport (CNU), Chanute, Kansas. The pilot and passenger received minor injuries. The airplane was substantially damaged. The 14 CFR Part 91 flight was operating in instrument meteorological conditions without a flight plan. According to the air traffic control tower at the Stinson Municipal Airport (SSF), San Antonio, Texas, N122CC departed at 2109. The pilot reported he received several weather briefings prior to departing SSF and that the weather had finally improved enough for him to depart. He stated that upon reaching CNU he cancelled flight following and listened to the Automated Terminal Information Service (ATIS) which was reporting a 200 foot ceiling with mist. He stated he made several low passes over the airport and he was unable to see the runway. He then flew to the Allen County Airport (K88) in Iola, Kansas, but the weather was "worse" there. He stated he turned back toward CNU, at which time he knew he was low on fuel so he declared an emergency. The pilot stated that while en route he was able to see the rotating beacon at the Coffeyville Municipal Airport (CFV), so he decided to fly there. In a telephone interview the pilot reported he became confused while attempting to fly to (CFV) and he was actually heading east instead of south. The pilot reported, "The controller I believe turned us back to Chanute, I responded I can't get in there. Just a short time later we ran out of fuel, so I flew toward a dark area through about 600 - 700 feet of fog with no engine at night." The airplane impacted the terrain during the forced landing. The pilot reported he knew the airplane was burning more fuel then normal during the flight, but he was not concerned until he reached CNU and determined he was not going to be able to land because of the weather. The pilot reported he had 74 gallons of fuel onboard prior to departing SSF and that he used 38 gallons during a previous flight from CNU to SSF. Fuel records show the pilot purchased 39.6 gallons at SSF, on September 19, 2003. The weather at CNU 41 minutes prior to the accident was 7 miles visibility and 200 overcast. The temperature and dew point were both 16 degrees Celsius. The weather at CNU 19 minutes after the accident was reported as 4 miles visibility with mist, 200 foot overcast, temperature and dew point were both 16 degrees Celsius. The pilot received four weather briefings from the Wichita Automated Flight Service Station prior to departure. During the third briefing received between 1912 and 1927, he was informed that low stratus clouds had moved into the area and the ceiling at Coffeyville, Kansas, 40 miles south-southwest of CNU, was 600 overcast. He was also informed the ceiling at Parsons, Kansas, 23 miles south of CNU, was 500 overcast. He was informed that the weather was forecasted to improve within the hour. The briefer stated that the fog had not been forecast and with the moisture in the area, he was not sure how quickly the conditions would improve. During the fourth briefing received between 2043 and 2102, the pilot was informed that the current conditions at CNU were calm winds, visibility of 10 miles, 1,000 foot broken ceiling, temperature and dew point were both 17 degrees Celsius. The forecast for CNU was winds variable at 3 knots, visibility greater then 6 miles, and scattered clouds at 10,000 feet. The briefer continued to state that he suspected the broken ceilings were going to stay in the area and the visibilities were forecasted to drop during the early morning hours. A review of the pilot's written statement failed to reveal that he had contacted any facilities while en route to obtain updated weather information. ## Aircraft - Registration: [N122CC](https://openairdocs.org/deregistered/N122CC-2009-07-28), registration cancelled 2009-07-28, S/N 24-1222, 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: 1222 - Airframe hours: 5704 - Engines: Lycoming O-540-A 250 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Carl L. Jones - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 4, 2003, 59 hours before - Departed: SSF, San Antonio, TX - Destination: CNU, Chanute, KS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; injuries: minor; private; airplane ratings: single-engine land; medical: class 3, valid medical--no waivers/lim.; last flight review April 29, 2003; seat: left; flight hours: 286 total, 143 in this make and model, 231 as pilot in command, 24 in the last 90 days, 14 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Night/dark - Wind: 120° at 3 knots - Visibility: 4 statute miles - Lowest ceiling: 200 ft overcast - Temperature: 63 °F, dew point 63 °F - Altimeter: 29.87 inHg - Observed at: CNU, 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 20030922022289A](https://openairdocs.org/incident/20030922022289A), Sep 22, 2003: Piper PA24250, Chanute, KS, Substantial damage. (-23) Pilot failed to adequately flightplan fuel requirements for aircraft flight from kssf (Stinson field, san antonio, TX) to kcnu (Chanute, KS). Weather… 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.