# NTSB CHI95LA086: Piper PA-23-250, N62711, Minneapolis, MN, February 16, 1995 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 15, 1995, 18:56 local (Feb 16, 1995, 00:56 UTC) - Place: Minneapolis, MN - Coordinates: 44.880058, -93.199165 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=44.8801&lon=-93.1992&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report August 23, 1995 - Report: Approved by Office Director - NTSB case key (mKey): 9836 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI95LA086 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/9836/pdf - Page: https://openairdocs.org/ntsb/CHI95LA086 ## Probable cause an inadequate windshield deicing system for the inflight icing encountered, airframe icing, and the pilot's inability to maintain a proper descent rate. Factors associated with this accident were an inadequate weather forecast and icing conditions. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - normal - weather condition - icing conditions (contributing factor) - weather forecast - inadequate (contributing factor) - airframe - ice (contributing factor) - Hard landing, landing - flare/touchdown - anti-ice/deice system,windshield - inadequate (cause) - remedial action - attempted, pilot in command (contributing factor) - airframe - ice (cause) - proper descent rate - not possible, pilot in command (cause) - flare - inadequate, pilot in command ## Analysis THE 14 CFR PART 135 FLIGHT ENCOUNTERED UNFORECAST ICING AS IT APPROACHED ITS ORIGINAL DESTINATION. THE PILOT STATED THE AIRPLANE'S WINDSHIELD DEICING PLATE WAS NOT ABLE TO CLEAR THE ICE FROM ITS SURFACE. HE SAID HIS ENTIRE WINDSHIELD WAS ICE COVERED. THE PILOT SAID HE DECIDED TO FLY TO HIS ALTERNATE AIRPORT BECAUSE IT HAS BETTER INSTRUMENT APPROACH FACILITIES. DURING HIS SECOND INSTRUMENT APPROACH, THE PILOT WAS GUIDED TO A LANDING BY FAA AIR TRAFFIC CONTROL PERSONNEL LOCATED NEXT TO THE RUNWAY. THE PILOT SAID THE AIRPLANE FIRMLY CONTACTED THE RUNWAY AT TOUCHDOWN. DURING THE LANDING ROLL THE LEFT MAIN GEAR COLLAPSED AND THE AIRPLANE COLLIDED WITH TAXIWAY SIGNS AND RUNWAY EDGE LIGHTS. THE ON-SCENE INVESTIGATION REVEALED ABOUT 1 1/2 INCHES OF ICE ON THE WINDSHIELD. SHORTLY AFTER THE AIRPLANE CAME TO A STOP, THE WINDSHIELD DEICING PLATE AREA WAS CLEAR. THE UNBOOTED AREAS OF THE AIRPLANE'S WINGS HAD 2 TO 2 1/2 INCHES OF ICE ON THEM. ## Factual narrative On February 15, 1995, at 1856 Central Standard Time (CST) a Piper PA-23-250, N62711, operated by AB Flight Services, of Minetonka, Minnesota, and piloted by an airline transport pilot, was substantially damaged during a hard landing and collision with taxiway signs and runway edge lighting shortly after landing on runway 11R (10,000' X 200' wet concrete) at the Minneapolis-St.Paul International Airport, Minneapolis, Minnesota. Instrument meteorological conditions prevailed at the time of the accident. The 14 CFR Part 135 flight was operating on an IFR flight plan. The pilot and passenger reported no injuries. The flight departed Fargo, North Dakota, at 1630 cst. Before departing the pilot obtained a weather briefing from Weathermation Computer Service. The pilot said the surface and forecast weather showed light snow at the intended destination and alternates. Instrument meteorological to visual meteorological conditions were forecast for the route and destination. Surface temperatures between Fargo, North Dakota, and Minneapolis, Minnesota, ranged between 16 to 19 degrees Fahrenheit. Winds aloft forecast data showed minus 9 degrees centigrade at 6,000 feet (msl). No icing was forecast for the route of flight. As N62711 approached its original destination, Buffalo, Minnesota, the pilot said he encountered light icing at 6,000 feet msl. He said he activated the heated windshield de-icing plate. After 2 to 3 minutes the heated panel was "...still iced over and the layer had increased to approximately 1/8 to 1/4 inch." The pilot said windshield plate did not remove the ice. He said he applied full windshield defrost heat and that it would not get rid of the windshield ice. He said he decided to fly to his alternate airport that had better instrument approach services. The pilot made two ILS approaches to runway 11R at the Minneapolis/St. Paul international Airport. After making the first missed approach the pilot said he "...realized the severity of the total lack of forward and side visibility." Before executing the second instrument approach the pilot said he "...gladly... accepted the ATC tower's suggestion to relocate tower operations near runway 11R." The ATC controller helped the pilot with runway alignment and descent path information. According to the pilot, "...the aircraft firmly contacted what I believe was the left side of the runway." He said the left main landing gear failed during the landing roll. A Federal Aviation Administration Principal Maintenance Inspector (PMI) stated he examined the airplane and observed about 1 1/2 inches of ice on the windshield. He said the plate had melted a rectangular area roughly equal to its normal size shortly after the airplane had come to a stop. The PMI said the wing leading edge had 2 - 2 1/2 of ice on the unbooted surfaces. He said the wings upper surface had scattered areas of 3/4 inch thick rams horn ice aft of the de-icing boots trailing edge. ## Aircraft - Registration: [N62711](https://openairdocs.org/deregistered/N62711-2011-04-14), registration cancelled 2011-04-14, S/N 27-7654165, built 1976 (OpenAirDocs) - Reported make and model: PIPER PA-23-250 - Registry model: [Piper PA-23-250](https://openairdocs.org/model/piper-pa-23-250) (registry code 7102308) (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: 27-7654165 - Airframe hours: 5356 - Engines: LYCOMING I0-540-C4B5 250 horsepower reciprocating - Damage: Substantial damage - Flight: Part 135 - Operator: Ab Flight Services - Registered owner: Rhn Lease Air Inc. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, January 19, 1995, 31 hours before - Departed: FAR, FARGO, ND - Destination: MSP, MN - Flight plan: IFR - Airport: MSP, Minneapolis/St. Paul Int., runway 11R, 10,000 × 200 ft, concrete ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; airline transport, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: left; flight hours: 16,126 total, 100 in this make and model, 8,295 as pilot in command, 23 in the last 90 days, 7 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Night/dark - Wind: 150° at 12 knots - Visibility: 5 statute miles - Lowest ceiling: 800 ft broken - Temperature: 21 °F, dew point 18 °F - Altimeter: 29.00 inHg - Observed at: MSP, 1 nm away ## Other investigations on N62711 (1) 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. - [NTSB MIA05LA013](https://openairdocs.org/ntsb/MIA05LA013), Oct 25, 2004: Piper PA-23-250 (N62711), San Juan, PR, substantial damage. Probable cause: The pilot-in-command's failure to maintain airspeed while on base to final leg, which resulted in an inadvertent stall/mush and subsequent impact with the runway. 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.