DEN01LA016

While on a cross-country flight, the pilot initiated descent for arrival at his destination by reducing power. When he added power at the completion of the descent, the engine failed to respond and an off airport landing was made to unsuitable terrain. At the time the temperature was 34, the dew point 21, and skies were clear. The pilot's operating handbook did not contain a carburetor-icing chart and the procedures directed the pilot to use carburetor heat "as required." According to information developed by the Canadian Ministry of Transport, the temperature/dew point were in the carburetor icing range for both cruise and idle power and carburetor heat must be applied whenever power is reduced to provide adequate anti-icing protection.

On November 19, 2000, at 1400 mountain standard time, a Piper PA-28-140, N6355R, sustained substantial damage during a forced landing approximately 8 miles east of Wendover, Utah. The private pilot was not injured and his passenger received minor injuries. Visual meteorological conditions prevailed for this cross-country flight operating under Title 14 CFR Part 91 and no flight plan was filed. The flight originated from Salt Lake City Municipal #2 (U42), Salt Lake City, Utah, at 1300. The intended destination was Wendover.

According to the pilot, he experienced intermittent partial power during descent for landing at Wendover. He said he was unable to glide to the airport and landed on a salt flat. During landing roll, the aircraft struck a ridge of hardened salt. The nose landing gear, propeller, fuselage, and engine firewall sustained damage.

Weather during the flight was clear skies and the temperature/dew point at Wendover was 34 and 21 degrees Fahrenheit respectively.

In his submission regarding the accident, the pilot provided information that the flight departed Salt Lake, with 25 gallons of automotive fuel on board and that he was airborne approximately 1 hour. He said that he reduced power for his descent in Wendover about 15 miles from the airport and at the completion of his initial descent, when he added power, the engine failed to respond and the addition of carburetor heat had no effect.

According to the carburetor icing chart developed by Canada's Ministry of Transportation, conditions were within the icing range on the icing probability chart for operation at cruise and glide power. The technical explanation provided information that carburetor heat must be applied whenever power is reduced to provide adequate anti-icing protection.

The pilot's operating handbook for the airplane did not contain a carburetor-icing chart and the procedures directed the pilot to use carburetor heat "as required."