# NTSB CHI04CA108: Piper PA-18-150, N82943, Minneapolis, MN, April 22, 2004 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Data collection · Final report - Date: April 22, 2004, 07:45 local (12:45 UTC) - Place: Minneapolis, MN - Coordinates: 45.061668, -93.353332 - Nearby events: https://openairdocs.org/map.md?lat=45.0617&lon=-93.3533&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report June 30, 2004 - Report: Approved by Office Director - Parties: Federal Aviation Administration - Minneapolis FSDO - NTSB case key (mKey): 59103 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI04CA108 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/59103/pdf - Page: https://openairdocs.org/ntsb/CHI04CA108 ## Probable cause The pilot not verifying the position of the fuel selector prior to the takeoff, resulting in the loss of engine power during initial climb due to fuel starvation. Factors to the accident were the power pole and the trees. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, takeoff - initial climb - fuel tank selector position - not verified, pilot in command (cause) - fuel system,selector/valve - closed (cause) - fluid,fuel - starvation (cause) - Forced landing, emergency landing after takeoff - In flight collision with object, emergency landing after takeoff - object - pole (contributing factor) - object - tree(s) (contributing factor) - In flight collision with terrain/water, emergency landing after takeoff - terrain condition - ground ## Analysis The airplane impacted a power pole and trees during a forced landing after a loss of engine power during initial climb. According to the pilot, prior to the accident flight the airplane was completely fueled and fuel samples he took during the aircraft preflight were not contaminated with water. The pilot stated the airplane was taxied on the right main fuel tank, and he switched to the left fuel tank prior to takeoff as required by the pilot operating handbook. The pilot reported that he experienced an uneventful takeoff ground run, rotation, and initial climb until approximately 150 feet above ground level (agl) when the engine lost power suddenly. The pilot reported he switched fuel tank positions, verified the magneto switch was on both, and the throttle and mixture controls were fully advanced. The pilot reported, "Because of the suddenness and completeness of the loss of [engine] power, I suspected either fuel starvation or an ignition problem." The pilot stated, "I changed the tank selector at least two more times, and got ready to crash." The pilot stated that a landing on the departure runway was not an option and he maneuvered the airplane in between two houses prior to striking a power pole and several trees. A first responder reported the fuel selector was found in the "off" position upon his arrival at the accident site. The pilot reportedly said he did not reposition the fuel selector after the accident. The engine was subjected to an operational test-run. The engine started without hesitation and ran at idle power (~700 rpm) without any anomalies. The engine responded to brief throttle increases (~1,200 rpm) prior to being shutdown. The engine was not run above 1,200 rpm due to a damaged propeller. ## Factual narrative On April 22, 2004, at 0745 central daylight time, a Piper PA-18-150, N82943, piloted by a private pilot, sustained substantial damage during an in-flight collision with a power-pole and terrain during a forced landing near Minneapolis, Minnesota. The airplane was on initial climb from runway 24L (2,122 feet by 202 feet, dry turf) at the Crystal Airport (MIC) when the loss of engine power was encountered. Visual meteorological conditions prevailed at the time of the accident. The personal flight was operating under the provisions of 14 CFR Part 91 without a flight plan. The pilot sustained minor injuries. The flight was originating at the time of the accident and the intended destination was Maple Lake Municipal Airport (MGG), Maple Lake, Minnesota. According to the pilot, the airplane was completely fueled with 100 low-lead aviation fuel prior to the accident flight. The pilot reported the fuel samples he took during the aircraft preflight were not contaminated with water. The pilot stated the airplane was taxied on the right main fuel tank, and he switched to the left fuel tank prior to departing runway 24L as required by the pilot operating handbook. The pilot reported that he experienced an uneventful takeoff ground run, rotation, and initial climb until approximately 150 feet above ground level (agl) when the engine lost power suddenly. The pilot reported he switched fuel tank positions, verified the magneto switch was on both, and the throttle and mixture controls were fully advanced. The pilot reported, "Because of the suddenness and completeness of the loss of [engine] power, I suspected either fuel starvation or an ignition problem." The pilot stated, "I changed the tank selector at least two more times, and got ready to crash." The pilot stated that a landing on runway 24L was not an option and he maneuvered the airplane in between two houses prior to striking a power pole and several trees. The pilot stated the airplane came to rest inverted and that fuel was pouring from both sides of the cabin. Local fire and police departments responded to the accident. A fire department employee reported the fuel selector was found in the "off" position upon his arrival at the accident site. The pilot reportedly said he did not reposition the fuel selector after the accident. Federal Aviation Administration (FAA) inspectors performed the on-scene investigation. The wreckage was photo documented at the accident site prior to being repositioned to the departure airport. The engine was subjected to an operational test-run. The engine started without hesitation and ran at idle power (~700 rpm) without any anomalies. The engine responded to brief throttle increases (~1,200 rpm) prior to being shutdown. The engine was not run above 1,200 rpm due to a damaged propeller. ## Aircraft - Registration: N82943 (not matched to a registry record) - Reported make and model: Piper PA-18-150 - Category: Airplane - Serial number: 18-7809028 - Airframe hours: 1229.89 - Engines: Lycoming O-320 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Headwaters Super Cub, Inc. - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, February 12, 2004, 20 hours before - Departed: MIC, Minneapolis, MN - Destination: MGG, Maple Lake, MN - Airport: MIC, Crystal Airport, runway 24L, 2,122 × 202 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 45; injuries: minor; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review March 29, 2004; seat: rear; flight hours: 1,250 total, 15 in this make and model, 1,062 as pilot in command, 40 in the last 90 days, 25 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 10° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 37 °F, dew point 28 °F - Altimeter: 30.12 inHg - Observed at: MIC, 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 20040422008749A](https://openairdocs.org/incident/20040422008749A), Apr 22, 2004: Piper PA18150, Minneapolis, MN, Destroyed. (-23) Pilot changed fuel selector just prior to takeoff after doing runup. Fuel was interrupted either by being placed in the off position or in between tanks.… 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.