# NTSB ERA13LA056: Piper PA-18-150, N9764P, Canton, GA, November 13, 2012 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: November 13, 2012, 17:20 local (22:20 UTC) - Place: Canton, GA - Coordinates: 34.30722, -84.419723 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.3072&lon=-84.4197&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report September 12, 2013 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - SAIBs cited in the narratives: [SAIB CE-09-35](https://openairdocs.org/saib/CE-09-35) (OpenAirDocs) - NTSB case key (mKey): 85585 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13LA056 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/85585/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=85585 - Page: https://openairdocs.org/ntsb/ERA13LA056 ## Probable cause A partial loss of engine power due to carburetor icing, which the pilot could not correct by applying carburetor heat because the movement of the carburetor heat control arm was restricted. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Temp/humidity/pressure: conducive to carburetor icing](https://openairdocs.org/ntsb-findings/03031030): Environmental issues › Conditions/weather/phenomena · Contributed to outcome; cases with it: [Piper PA-18-150, 15 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md?model=7101828), [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Engine controls](https://openairdocs.org/ntsb-findings/01057600): Aircraft › Aircraft power plant · Damaged/degraded (probable cause); cases with it: [Piper PA-18-150, 1 case](https://openairdocs.org/ntsb-findings/01057600/cases.md?model=7101828), [All aircraft, 51 cases](https://openairdocs.org/ntsb-findings/01057600/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Piper PA-18-150, 13 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=7101828), [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-18-150, 15 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7101828), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Piper PA-18-150, 83 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=7101828), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis After performing maneuvers at 2,500 feet mean sea level (msl), the pilot was descending to 2,000 feet msl when the airplane’s airspeed and engine rpm began to decrease. The pilot checked the throttle position, mixture control position, fuel selector, and magneto selection, and cycled the carburetor heat, but was unable to regain full engine power. He landed the airplane in a nearby field, and during the landing roll, the airplane nosed over and came to rest inverted, resulting in substantial damage to rudder and vertical stabilizer. A postaccident examination revealed that a hole was worn in the lower section of the engine cowl and that the carburetor heat control arm did not have sufficient clearance from the lower engine cowl in that area. When the carburetor heat was activated, the carburetor heat control arm contacted and caught on the cowl, which limited the application of carburetor heat. Thus, during the accident flight the lower engine cowl inhibited the movement of the carburetor heat control arm because of inadequate clearances. Because the temperature and dew point around the time of the accident were conducive to the formation of carburetor ice at cruise/glide power, it is likely that the engine lost partial power as a result of carburetor icing. The pilot was unable to apply full carburetor heat due to the limited movement of the carburetor heat control arm, and therefore was unable to regain full engine power. ## Factual narrative On November 13, 2012, about 1720 eastern standard time, a Piper PA-18-150, N9764P, was substantially damaged during a landing rollout following a forced landing to a field in near Canton, Georgia. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The airline transport pilot and passenger were not injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight originated at Air Acres Airport (5GA4), Woodstock, Georgia, about 1650. According to the pilot, he and the passenger were performing flight maneuvers at 2,500 feet mean sea level (msl). After descending to 2,000 feet msl, he noted the engine rpm and airspeed began to decrease. The pilot checked the throttle position, mixture control position, fuel selector, magneto selection, and cycled the carburetor heat, but was unable to regain full engine power. He elected to land the airplane in a nearby field since the airplane only had partial engine power and descended using full flaps and a side slip maneuver. After clearing trees, the pilot landed the airplane in a grass field; however, the airplane struck a slightly raised path in the field. The airplane bounced, nosed over, and came to rest inverted. The pilot turned off the fuel selector and the battery prior to exiting the airplane. Further inspection of the engine and removal of the engine cowl revealed a hole worn in the lower section of the engine cowl. The engine cowl was reinstalled and it was noted that the carburetor heat control arm did not have much clearance from the lower engine cowl and the hole in the engine cowl was in the vicinity of the carburetor heat control arm. In addition, the carburetor heat control arm would contact and catch on the lower engine cowl when pressure was applied to the cowl. When the carburetor heat was pulled ON, the arm would catch on the cowl and limit the application of carburetor heat. According to the pilot, the lower engine cowl was fabricated to fit on the airplane. However, during a postaccident examination of the engine cowl with a Federal Aviation Administration inspector, the pilot noted that the lower engine cowl did not have adequate clearances from the engine. The most recent annual inspection was performed on September 20, 2012, and at that time, the engine had accumulated 1034.7 hours of total time in service, and 141.3 hours since overhaul. The 1715 automated weather observation at Cherokee County Airport (CNI), included wind from 300 degrees at 6 knots, visibility 10 miles, clear skies, temperature 10 degrees C, dew point -5 degrees C, and an altimeter setting of 30.27 inches of mercury. The carburetor icing probability chart from Federal Aviation Administration (FAA) Special Airworthiness Information Bulletin (SAIB): CE-09-35 Carburetor Icing Prevention, June 30, 2009, shows a probability of icing at cruise/glide power at the temperature and dew point reported around the time of theaccident. ## Aircraft - Registration: [N9764P](https://openairdocs.org/deregistered/N9764P-2019-03-07), registration cancelled 2019-03-07, S/N 18-7709004, built 1976 (OpenAirDocs) - Reported make and model: PIPER PA-18-150 - Registry model: [Piper PA-18-150](https://openairdocs.org/model/piper-pa-18-150) (registry code 7101828) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18-7709004 - Airframe hours: 1035 - Engines: LYCOMING O-320 SERIES 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Bigfoot Aviation LLC - Registered owner: Bigfoot Aviation LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 20, 2012 - Departed: 5GA4, Woodstock, GA - Destination: 5GA4, Woodstock, GA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 53; injuries: none; airline transport, flight instructor, commercial, flight engineer; airplane ratings: single-engine land, single-engine sea, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review November 3, 2012; seat: front; flight hours: 12,500 total, 1,100 in this make and model, 3,500 as pilot in command, 40 in the last 90 days, 4 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 300° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 50 °F, dew point 23 °F - Altimeter: 30.27 inHg - Observed at: CNI, 12 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 20121113027469A](https://openairdocs.org/incident/20121113027469A), Nov 13, 2012: Piper PA-18-150, Canton, GA, Substantial damage. Aircraft had a loss of power and rpms, pilot elected to make an emergency landing in a pasture and flipped the aircraft over during roll out, substantially… ## Other investigations on N9764P (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 ANC10CA095](https://openairdocs.org/ntsb/ANC10CA095), Sep 17, 2010: Piper PA-18-150 (N9764P), Coal Creek, AK, substantial damage. Probable cause: The pilot's improper recovery from a bounced landing. ## Docket (10 files) The files NTSB released with the investigation on June 12, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=85585. 4.0 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=40390872&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot Interview Summary (item 2, .PDF, 350 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390874&FileExtension=.PDF&FileName=Pilot%20Interview%20Summary-Master.PDF - Pilot Statement (item 3, .PDF, 210 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390877&FileExtension=.PDF&FileName=Pilot%20Statement-Redacted.PDF - CNI Weather Observations (item 4, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390883&FileExtension=.PDF&FileName=CNI%20Weather%20Observations-Master.PDF - FAA Carburetor Icing Probability Chart (item 5, .PDF, 244 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390917&FileExtension=.PDF&FileName=FAA%20Carburetor%20Icing%20Probability%20Chart-Master.PDF - Memorandum of Record: FAA Inspector (item 6, .PDF, 322 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390918&FileExtension=.PDF&FileName=Memorandum%20of%20Record%3A%20FAA%20Inspector-Master.PDF - Photo 1: Front view of airplane (Courtesy of FAA) (item 7, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390932&FileExtension=.PDF&FileName=Photo%201%3A%20Front%20view%20of%20airplane%20(Courtesy%20of%20FAA)-Master.PDF - Photo 2: Left side view of wreckage (Courtesy of FAA) (item 8, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390936&FileExtension=.PDF&FileName=Photo%202%3A%20Left%20side%20view%20of%20wreckage%20(Courtesy%20of%20FAA)-Master.PDF - Photo 3: View of hole and wear on lower cowling (Courtesy of FAA) (item 9, .PDF, 944 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390938&FileExtension=.PDF&FileName=Photo%203%3A%20View%20of%20hole%20and%20wear%20on%20lower%20cowling%20(Courtesy%20of%20FAA)-Master.PDF - Photo 4: View of carburetor arm (Courtesy of FAA) (item 10, .PDF, 595 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390940&FileExtension=.PDF&FileName=Photo%204%3A%20View%20of%20carburetor%20arm%20(Courtesy%20of%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.