# NTSB CHI95LA193: Piper PA-34-200, N55362, Rapid City, SD, June 7, 1995 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 6, 1995, 23:45 local (Jun 7, 1995, 05:45 UTC) - Place: Rapid City, SD - Coordinates: 44.070453, -103.229125 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=44.0705&lon=-103.2291&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report November 30, 1995 - Report: Approved by Office Director - NTSB case key (mKey): 9920 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI95LA193 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/9920/pdf - Page: https://openairdocs.org/ntsb/CHI95LA193 ## Probable cause the pilot's failure to feather the propeller on the left engine during the descent. A factor was the carburetor icing weather condition. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - nonmechanical, cruise - normal - 1 engine - weather condition - carburetor icing conditions (contributing factor) - fuel system,carburetor - ice - propeller feathering - not performed, pilot in command (cause) - Forced landing, emergency descent/landing - Wheels up landing, landing ## Analysis THE PILOT REPORTED HE WAS FLYING IN INTERMITTENT RAIN AT 10,000 FEET MEAN SEA LEVEL. HE TURNED ON ALTERNATE AIR TO BOTH ENGINES AND NOTED THE OUTSIDE AIR TEMPERATURE GAUGE INDICATED 43 DEGREES FAHRENHEIT. HE BEGAN LOSING RPM ON THE LEFT ENGINE. HE ELECTED NOT TO FEATHER THE PROPELLER BECAUSE HE BELIEVED HE WAS GETTING 'MINIMAL RPM PERFORMANCE.' DESCENDING THROUGH 8,000 FEET HE NOTED THE TEMPERATURE WAS 39 TO 40 DEGREES AND THE RIGHT ENGINE DROPPED 200-300 RPM. HE MADE AN OFF AIRPORT, FORCED LANDING WITH THE LANDING GEAR RETRACTED. EXAMINATION OF THE WRECKAGE REVEALED FUEL WAS AVAILABLE ON THE AIRPLANE. THE LEFT ENGINE STARTED UNEVENTFULLY WHEN IT WAS TESTED AND PERFORMED NORMALLY UP TO A MANIFOLD PRESSURE OF 25 INCHES OF MERCURY. ## Factual narrative On June 6, 1995, about 2345 mountain daylight time, a Piper PA- 34-200, N55362, operated by Russell Doug, sustained substantial damage during a forced landing near Rapid City, South Dakota. The airline transport rated pilot reported no injuries. The business flight, conducted under 14 CFR Part 91, originated in Garden City, Kansas at 0830 central daylight time. An IFR flight plan was filed and visual meteorological conditions prevailed at the accident site. The pilot reported he was flying in intermittent rain at 10,000 feet mean sea level. He turned on alternate air to both engines and noted the outside air temperature gauge indicated 43 degrees fahrenheit. In his written statement, the pilot reported that he began losing rpm on the left engine. He elected not to feather the propeller because he believed he was getting "minimal rpm performance." Descending through 8,000 feet he noted the temperature was 39 to 40 degrees and the right engine dropped 200-300 rpm. He experienced fluctuations in the left engine as he descended through 6,000 feet. As he descended through 3,500 feet he slowed the airplane to 92 knots and made an off airport, forced landing with the landing gear in the up position. The wreckage was examined by a Federal Aviation Administration (FAA) Inspector, who reported that fuel was available on the airplane. The left engine started uneventfully when it was tested and performed normally up to a manifold pressure of 25 inches of mercury. The PA-34-200 pilot operator handbook specifies a single engine service ceiling of 3,700 feet for an airplane at a maximum gross weight of 4,200 pounds and 10,000 feet for an airplane weight of 3,400 pounds. A note in the handbook specifies that "the pilot may elect to attempt to restore power prior to feathering..single engine performance will decrease if the propeller of the inoperative engine is not feathered." The icing probability chart in DOT/FAA/CT-82/44 specifies "severe icing at cruise power" at an ambient temperature of 43 degrees and 100 percent relative humidity. ## Aircraft - Registration: [N55362](https://openairdocs.org/deregistered/N55362-2013-01-31), registration cancelled 2013-01-31, S/N 34-7350205, built 1973 (OpenAirDocs) - Reported make and model: PIPER PA-34-200 - Registry model: [Piper PA-34-200](https://openairdocs.org/model/piper-pa-34-200) (registry code 7103405) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 34-7350205 - Engines: LYCOMING IO-360 200 horsepower reciprocating - Damage: Substantial damage - Flight: Business, Part 91 - Registered owner: Ray'S Flight Service - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 2, 1995 - Departed: GCK, GARDEN CITY, KS - Destination: RAP, SD - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; flight instructor, airline transport, commercial, private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--no waivers/lim.; seat: left; flight hours: 3,200 total, 600 in this make and model, 2,800 as pilot in command, 160 in the last 90 days, 25 in the last 30 days, 12 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 340° at 17 knots - Visibility: 15 statute miles - Lowest ceiling: 10,000 ft overcast - Temperature: 50 °F - Observed at: RAP, 15 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 19950606022389A](https://openairdocs.org/incident/19950606022389A), Jun 6, 1995: Piper PA34200, Rapid City, SD, Substantial damage. In rain turned on alt air. Losing power both engines. Landed off airport gear up. Engines ok. Induction ice factor. (-23) at approximately 11:30 pm MDT, the… 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.