# NTSB ERA12LA309: Piper PA-18, N5769D, Pilot Mountain, NC, April 29, 2012 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: April 29, 2012, 17:30 local (21:30 UTC) - Place: Pilot Mountain, NC - Coordinates: 36.407775, -80.521942 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=36.4078&lon=-80.5219&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Miscellaneous/other](https://openairdocs.org/ntsb-events/900) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report May 9, 2013 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 83505 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12LA309 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/83505/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=83505 - Page: https://openairdocs.org/ntsb/ERA12LA309 ## Probable cause The pilot's failure to abort the takeoff in a timely manner. Contributing to the accident was the airplane’s reduced takeoff performance. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters](https://openairdocs.org/ntsb-findings/01062000): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-18, 2 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md?model=7101802), [All aircraft, 1,269 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md) - [Action: lack of action](https://openairdocs.org/ntsb-findings/02041030): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-18, 3 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md?model=7101802), [All aircraft, 792 cases](https://openairdocs.org/ntsb-findings/02041030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-18, 19 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7101802), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Initial climb: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [Piper PA-18, 5 cases](https://openairdocs.org/ntsb-events/900/sequence.md?model=7101802), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Takeoff: Miscellaneous/other](https://openairdocs.org/ntsb-events/900) (defining event); cases with it: [Piper PA-18, 5 cases](https://openairdocs.org/ntsb-events/900/sequence.md?model=7101802), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) ## Analysis The retired airline pilot attempted to take off in his classic single-engine airplane from a dry, 1,900-foot-long turf airstrip. After liftoff, the pilot thought that the airplane would not clear transmission wires beyond the departure end of the runway. The pilot attempted to fly under the lowest wire, about 20 feet above the ground, but one wing caught the wire, and the airplane impacted the ground. No preexisting mechanical anomalies were noted with the airplane, and leading edge damage to both propeller blades indicated that the engine was producing power at impact. Although there was a discrepancy between the accident time as noted by the pilot and the approximate time noted by local authorities, there was a quartering tailwind at both times, ranging in velocity from 3 to 6 knots. In addition, temperatures and dew points from both times indicated a probability of carburetor ice formation during the pilot's reported 4 to 5 minutes of low-power taxi prior to takeoff. The extent to which a tailwind, carburetor ice, or some other phenomena might have singularly or cumulatively affected takeoff and climb performance could not be determined. However, it is likely that diminished performance existed throughout the airplane's takeoff roll, which should have allowed the pilot ample time to recognize it and to safely abort the takeoff in a timely manner. ## Factual narrative On April 29, 2012, about 1730 eastern daylight time, a Piper PA-18, N5769D, was substantially damaged when it impacted power lines and terrain during the initial climb after takeoff from the pilot's private airstrip in Pilot Mountain, North Carolina. The certificated airline transport pilot and the passenger were not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the local personal flight, which was conducted under 14 Code of Federal Regulations Part 91. According to a Federal Aviation Administration (FAA) inspector, the pilot reported that during the takeoff roll, he noticed that the engine was not developing full power. However, the airplane had proceeded down the runway to a point where the pilot elected to continue the takeoff. Once airborne, the airplane was unable to climb. The left wing struck power lines, and the airplane impacted the ground about 100 feet beyond them. Fuel samples subsequently taken from the engine and right wing were clear and free of water contamination. The engine rotated freely and did not exhibit any external anomalies. Photographs provided by the FAA inspector revealed significant leading edge damage to both propeller blades. In a written report, the pilot noted the time of the accident as 1530. He also stated that the takeoff was "normal," but after liftoff, the airplane did not seem to accelerate normally. The airplane was barely climbing when the pilot realized that he could not get it over power lines [on the other side of road that bordered the airstrip] without stalling it. The pilot then attempted to fly under the power lines, but the airplane's left wing struck the bottom wire about 20 feet above the ground, and the airplane impacted the ground "rather flat." The pilot further stated that he had accumulated 32,000 hours of flight time with ratings for numerous transport category airplanes, as well as 500 hours in airplane make and model. The pilot was subsequently contacted again, and during his return telephone call, he confirmed the time of the accident as 1530. He also noted that no preexisting mechanical anomalies were subsequently found, that he had started the airplane's engine about 4 to 5 minutes prior to takeoff, and that he thought carburetor icing may have been an issue. During later telephone calls, a representative of the Surry County Emergency Services stated that the accident was called in at 1729, and a representative of Duke Energy stated that its responders were on scene beginning at 1804. The FAA's published notification time was at 1745, and local news organizations characterized the accident as occurring shortly before 1730. The pilot reported the takeoff runway as dry turf, about 1,900 feet long and 50 feet wide, and online mapping indicated that it was oriented about 320 degrees magnetic. The runway rose about 14 feet from the threshold to the departure end. Beyond the departure end of the runway there was a road that ran perpendicular toit, and on the far side of the road, there was the set of transmission lines that paralleled the road. Weather, recorded at an airport 3 nautical miles to the northwest, at 1535, included wind from 150 degrees true at 6 knots, temperature 26 degrees C, and dew point 16 degrees C. An FAA carburetor icing probability chart indicated "serious icing at glide power." Weather, recorded at the same airport at 1735, included wind from 190 degrees true at 3 knots, temperature 26 degrees C, and dew point 15 degrees C, yielding the same carburetor icing probability. According to FAA records, the airplane was manufactured in 1956. The Owner's Manual from that time did not include expected takeoff distances. ## Aircraft - Registration: [N5769D](https://openairdocs.org/aircraft/N5769D), registered now, S/N 18-5270 (OpenAirDocs) - Reported make and model: PIPER PA-18 - Registry model: [Piper PA-18](https://openairdocs.org/model/piper-pa-18) (registry code 7101802) (OpenAirDocs) - Registry engine: [Continental C90 series](https://openairdocs.org/engine/continental-c90-series) (registry code 17009, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18-5270 - Airframe hours: 2619 - Engines: CONT MOTOR C90 SERIES 95 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 25, 2011, 9 hours before - Departed: NONE, Pilot Mountain, NC - Destination: NONE, Pilot Mountain, NC - Airport: NONE, Private Airstrip, runway 32, 1,900 × 50 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 73; injuries: none; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; last flight review December 29, 2011; seat: front; flight hours: 32,000 total, 500 in this make and model, 28,550 as pilot in command, 3 in the last 90 days, 2 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 190° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 79 °F, dew point 59 °F - Altimeter: 30.12 inHg - Observed at: MWK, 3 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 20120429007369A](https://openairdocs.org/incident/20120429007369A), Apr 29, 2012: Piper PA-18, Pilot Mountain, NC, Destroyed. On 4/29/12 at 1745 aircraft N5769D, a PA-18 being piloted by [privacy data omitted] collided with power lines on climb out from the Pilot owned Private grass… ## Docket (9 files) The files NTSB released with the investigation on March 21, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=83505. 9.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 864 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40384040&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - FAA Inspector Statement (item 2, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40384041&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - Memorandum for Record (item 3, .PDF, 133 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40384042&FileExtension=.PDF&FileName=Memorandum%20for%20Record-Master.PDF - Record of Conversation (item 4, .PDF, 111 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40384052&FileExtension=.PDF&FileName=Record%20of%20Conversation-Master.PDF - Excerpt, Owner's Handbook (item 5, .PDF, 907 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40384043&FileExtension=.PDF&FileName=Excerpt,%20Owner%27s%20Handbook-Master.PDF - Photo 1 - Airplane Wreckage (Heartland News Service Internet Photo) (item 6, .PDF, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40384036&FileExtension=.PDF&FileName=Photo%201%20-%20Airplane%20Wreckage%20(Heartland%20News%20Service%20Internet%20Photo)-Master.PDF - Photo 2 - Propeller Blade (Courtesy FAA) (item 7, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40384037&FileExtension=.PDF&FileName=Photo%202%20-%20Propeller%20Blade%20(Courtesy%20FAA)-Master.PDF - Photo 3 - Other Propeller Blade (Courtesy FAA) (item 8, .PDF, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40384038&FileExtension=.PDF&FileName=Photo%203%20-%20Other%20Propeller%20Blade%20(Courtesy%20FAA)-Master.PDF - Photo 4 - Runway End (Courtesy FAA) (item 9, .PDF, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40384039&FileExtension=.PDF&FileName=Photo%204%20-%20Runway%20End%20(Courtesy%20FAA)-Master.PDF 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.