# NTSB ERA12LA442: Piper PA-28-140, N6258J, Pensacola, FL, July 11, 2012 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: July 11, 2012, 18:30 local (23:30 UTC) - Place: Pensacola, FL - Coordinates: 30.393054, -87.349441 - Nearby events: https://openairdocs.org/map.md?lat=30.3931&lon=-87.3494&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Serious injuries - Injuries: 1 serious, 1 minor - Status: Completed, report May 9, 2013 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: Lycoming Engines, FAA/FSDO - NTSB case key (mKey): 84286 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12LA442 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/84286/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=84286 - Page: https://openairdocs.org/ntsb/ERA12LA442 ## Probable cause A partial loss of engine power during initial climb for reasons that could not be determined because examination of the engine did not reveal any anomalies that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA-28-140, 27 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7102802), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Piper PA-28-140, 47 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=7102802), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-28-140, 56 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7102802), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-28-140, 137 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102802), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis During initial climb, as the airplane crossed over a tree line at the end of the runway, both pilots noticed that the engine was producing only partial power. The pilots attempted to return to the departure runway operating on partial engine power; however, the engine sputtered and lost more power. The airplane impacted a swamp before it reached the runway. Examination of the wreckage revealed that adequate fuel remained in both wing fuel tanks. Additionally, examination of the engine and its accessories did not reveal any preimpact mechanical malfunctions that would have precluded normal operation. Comparison of the recorded temperature and dew point to a carburetor icing chart revealed no susceptibility to carburetor ice at the time of the accident. ## Factual narrative On July 11, 2012, about 1830 central daylight time, a Piper PA-28-140, N6258J, operated by a private individual, was substantially damaged during a forced landing to a swamp, following a partial loss of engine power during initial climb from Ferguson Airport (82J), Pensacola, Florida. The private pilot incurred minor injuries and the flight instructor was seriously injured. The instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned local flight review. The private pilot stated that the taxi and takeoff roll were normal. As the airplane crossed over a treeline on the south side of the airport, both pilots noticed that the airplane was not climbing well. They then noticed that the rpm gauge indicated 2,100. With partial power remaining, the pilots flew a left-hand traffic pattern to return to the departure runway. The airplane was able to climb at 200 feet-per-minute to 400 feet above ground level. While on the downwind leg, the engine began to sputter and lost more power. They then turned toward the runway about midfield; however, the airplane impacted a swamp prior to the runway. Examination of the wreckage at the accident site by a Federal Aviation Administration (FAA) inspector revealed that the airplane came to rest upright, oriented on a heading of 260 degrees, in about 2 to 3 feet of swamp water. The left wing separated during the impact and the right wing remained attached. The inspector drained approximately 12 gallons of fuel from the right wing fuel tank and 10 gallons from the left wing fuel tank. The fuel did not exhibit any visible contamination. The top spark plugs were removed and their electrodes were unremarkable. The propeller was rotated by hand and crankshaft, camshaft, and valve train continuity were confirmed to the rear accessory section. Additionally, thumb compression was attained on all cylinders. An NTSB investigator and representative from the engine manufacturer further examined the wreckage following its recovery from the swamp. The examination revealed that the propeller assembly remained attached to the propeller crankshaft flange. The propeller spinner was crushed and did not exhibit rotational damage. One propeller blade was not damaged and the remaining propeller blade had a gouge on the trailing edge. The oil suction screen was removed and no contaminants were noted. An unmeasured amount of oil was present in the engine. The oil filter was removed and opened. The filter media was free of contaminants. The fuel lines from the airframe to the engine driven fuel pump remained attached. The fuel lines were disconnected for examination and no fuel was present. The engine driven fuel pump was actuated by hand and pumped water when an inlet line was submerged in a bucket of water. The airframe gascolator was damaged and open to the elements. The induction air filter and air box, alongwith the associated scat tubing was impact damaged and found in the cabin with part of the cowling. The carburetor had fractured and the bowl section separated. The carburetor fuel inlet screen was examined and was free of contaminants. The throttle and mixture controls were damaged. They remained attached to the carburetor, but their positions were unreliable. The left and right magnetos were rotated by handed and produced spark at all ignition towers. The top and bottom ignition harnesses were not damaged. All spark plugs were removed. Their electrodes were intact and they varied in color from dark brown to light brown, except for the No. 1 bottom spark plug, which was oil soaked. The vacuum pump remained attached and was not damaged. The drive gear was rotated freely by hand. The vacuum pump was disassembled and the carbon rotor vanes were intact. The NTSB investigator also rotated the propeller by hand and confirmed crankshaft, camshaft, and valve train continuity to the rear accessory section of the engine. Review of maintenance records revealed that the airplane's most recent annual inspection was completed on November 1, 2011. At that time, the airplane had accumulated 3,406 total hours of operation. The airplane had flown 22 hours from the time of the annual inspection, until the time of the accident. Comparison of the recorded temperature and dew point to an FAA Carburetor Icing Chart revealed no susceptibility to carburetor ice at the time of the accident. ## Aircraft - Registration: [N6258J](https://openairdocs.org/deregistered/N6258J-2017-05-17), registration cancelled 2017-05-17, S/N 28-7625236, built 1976 (OpenAirDocs) - Reported make and model: PIPER PA-28-140 - Registry model: [Piper PA-28-140](https://openairdocs.org/model/piper-pa-28-140) (registry code 7102802) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-7625236 - Airframe hours: 3406 - Engines: LYCOMING O-320-E3D 150 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Ard Jonathan L - Registered owner: Ard Jonathan L - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 1, 2011, 22 hours before - Departed: 82J, Pensacola, FL - Destination: 82J, Pensacola, FL - Airport: 82J, Ferguson Airport, runway 18, 3,200 × 200 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 29; injuries: minor; private; airplane ratings: single-engine land; medical: class 3; last flight review May 31, 2007; seat: left; flight hours: 88 total, 2 in this make and model, 34 as pilot in command, 0 in the last 90 days, 0 in the last 30 days, 0 in the last 24 hours - Flight instructor; age 50; injuries: serious; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2; seat: right ## Weather - Conditions: Visual (VMC), Day - Wind: 220° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 82 °F, dew point 73 °F - Altimeter: 29.98 inHg - Observed at: NPA, 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 20120711013919A](https://openairdocs.org/incident/20120711013919A), Jul 11, 2012: Piper PA-28-140, Pensacola, FL, Substantial damage. On July 11, 2012, N6258J, a Piper PA28-140, received substantial damage shortly after takeoff from Ferguson field, 82J, in Pensacola, Florida. Two certificated… ## Other investigations on N6258J (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 FTW78DRA07](https://openairdocs.org/ntsb/FTW78DRA07), Nov 12, 1977: Piper PA-28 (N6258J), Tomball, TX, substantial damage ## Docket (12 files) The files NTSB released with the investigation on March 20, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=84286. 3.0 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381518&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Correspondence From FAA (item 2, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381519&FileExtension=.PDF&FileName=Correspondence%20From%20FAA-Redacted.PDF - Witness Statement (item 3, .PDF, 126 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381520&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Interview Summary (item 4, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381521&FileExtension=.PDF&FileName=Interview%20Summary-Master.PDF - Weather Report (item 5, .PDF, 14 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381522&FileExtension=.PDF&FileName=Weather%20Report-Master.PDF - FAA Carburetor Icing Chart (item 6, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381523&FileExtension=.PDF&FileName=FAA%20Carburetor%20Icing%20Chart-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 7, .PDF, 342 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381524&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Photograph # 1: Main Wreckage (Photo Courtesy of FAA) (item 8, .PDF, 251 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381525&FileExtension=.PDF&FileName=Photograph%20%23%201%3A%20%20Main%20Wreckage%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photograph # 2: Engine And Propeller (Photo Courtesy of FAA) (item 9, .PDF, 371 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381526&FileExtension=.PDF&FileName=Photograph%20%23%202%3A%20%20Engine%20And%20Propeller%20(Photo%20Courtesy%20of%20FAA)-Master.PDF - Photograph # 3: Carburetor Floats (Photo Courtesy of Lycoming) (item 10, .PDF, 222 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381527&FileExtension=.PDF&FileName=Photograph%20%23%203%3A%20%20Carburetor%20Floats%20(Photo%20Courtesy%20of%20Lycoming)-Master.PDF - Photograph # 4: Carburetor Bowl (Photo Courtesy of Lycoming) (item 11, .PDF, 204 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381528&FileExtension=.PDF&FileName=Photograph%20%23%204%3A%20%20Carburetor%20Bowl%20(Photo%20Courtesy%20of%20Lycoming)-Master.PDF - Photograph # 5: Sparkplugs (Photo Courtesy of Lycoming) (item 12, .PDF, 211 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381529&FileExtension=.PDF&FileName=Photograph%20%23%205%3A%20%20Sparkplugs%20(Photo%20Courtesy%20of%20Lycoming)-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.