# NTSB ERA13LA121: Piper PA-32-260, N1967E, Yonkers, NY, January 27, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 27, 2013, 17:30 local (22:30 UTC) - Place: Yonkers, NY - Coordinates: 40.956665, -73.901664 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.9567&lon=-73.9017&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 August 7, 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): 86092 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13LA121 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/86092/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=86092 - Page: https://openairdocs.org/ntsb/ERA13LA121 ## Probable cause A partial loss of engine power for reasons that could not be determined because examination of the engine and associated components did not reveal any mechanical malfunction or failure 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-32-260, 6 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7103206), [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. - [Enroute-cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Piper PA-32-260, 11 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=7103206), [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-32-260, 19 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7103206), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Emergency descent: Ditching](https://openairdocs.org/ntsb-events/441); cases with it: [Piper PA-32-260, 4 cases](https://openairdocs.org/ntsb-events/441/sequence.md?model=7103206), [All aircraft, 186 cases](https://openairdocs.org/ntsb-events/441/sequence.md) ## Analysis The pilot was performing a personal sightseeing flight over the Hudson River at 1,200 feet above mean sea level. She reported the airplane contained 74 gallons of fuel at takeoff. While abeam a tower, the engine began to partially lose power. The pilot initiated the emergency procedures in the checklist and applied carburetor heat. Engine performance worsened and the carburetor heat was left on for about 15 seconds. She then turned off the carburetor heat and engine performance improved. After about 20 seconds, the engine began to lose power again. Unable to maintain altitude, she made a mayday call and performed a forced landing on the river. The engine and airframe were inspected after the airplane was recovered from the river. The engine ingested a significant amount of mud and debris and many engine components were corroded. No evidence of preaccident mechanical malfunction or failure was found with the engine, ignition system, or carburetor that would have precluded normal operation. Damage from prolonged water submersion prevented a test run of the engine. The airplane was not being operated in weather conditions conducive to carburetor icing. ## Factual narrative On January 27, 2013, about 1730 eastern standard time, a Piper PA-32-260, N1967E, was substantially damaged following a partial loss of engine power and forced landing near Yonkers, New York. The commercial pilot and one passenger were not injured. The airplane was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a visual flight rules flight plan was filed. The local flight originated at Old Bridge Airport (3N6), Old Bridge, New Jersey, about 1630. The pilot reported that she was conducting a personal sightseeing flight over the Hudson River at 1,200 feet mean sea level (msl). She reported the airplane contained 74 gallons of fuel at takeoff. As the aircraft was abeam the Alpine Tower, near Alpine, New Jersey, the engine started to “stutter.” She initiated the emergency procedures in the checklist and applied carburetor heat. Engine performance worsened and the carburetor heat was left on for about 15 seconds. She then turned off the carburetor heat and engine performance improved. She climbed the airplane to 1,200 feet, and after about 20 seconds, the engine began to stutter again. Unable to maintain altitude, she made a mayday call and prepared for a forced landing on the river. The airplane touched down smoothly on the surface of the water. The pilot and passenger exited the airplane and were rescued by first responders. The wreckage was recovered from the river bottom on February 7, 2013. The upper portion of the rudder and the nose landing gear were bent. The wreckage was recovered to a storage facility at Clayton, Delaware, where a detailed examination of the airframe and engine was performed. The fuel selector handle was in the “left main” tank position. The magneto switch was in the “both” position. All engine controls were in the “full forward” positions. The carburetor heat was found in the “cold” position and functioned normally when tested. Engine compression and suction were observed on all cylinders when the engine was rotated manually. The top of the engine was covered with mud. All of the ignition leads were removed and tested; the leads to the numbers 2 and 4 top spark plugs produced a spark when the crankshaft was rotated manually. No other leads would produce a spark. The top spark plugs were removed for inspection; the leads were covered with deposits and corrosion. The carburetor fuel inlet screen was removed and inspected; it contained a sand-like substance on the surface. The carburetor venturi was intact; however, it was lightly coated with mud and debris. A review of the Federal Aviation Administration (FAA) Special Airworthiness Information Bulletin, CE-09-35, dated June 30, 2009, revealed that the temperature and dew point at the nearest weather reporting station were not conducive to carburetor icing. ## Aircraft - Registration: [N1967E](https://openairdocs.org/deregistered/N1967E-2018-03-13), registration cancelled 2018-03-13, S/N 32-920, built 1967 (OpenAirDocs) - Reported make and model: PIPER PA-32-260 - Registry model: [Piper PA-32-260](https://openairdocs.org/model/piper-pa-32-260) (registry code 7103206) (OpenAirDocs) - Registry engine: [Lycoming GO-435C&D series](https://openairdocs.org/engine/lycoming-go-435c-d-series) (registry code 41521, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 32-920 - Airframe hours: 4600 - Engines: LYCOMING GO-435C&D SER 260 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Deniece de Preister - Registered owner: Deniece de Preister - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 19, 2013 - Departed: 3N6, Old Bridge, NJ - Destination: 3N6, Old Bridge, NJ - Flight plan: VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 39; injuries: none; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; seat: left; flight hours: 1,380 total, 25 in this make and model, 923 as pilot in command, 50 in the last 90 days, 25 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 290° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 30 °F, dew point 7 °F - Altimeter: 30.48 inHg - Observed at: TEB, 9 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 20130127003049A](https://openairdocs.org/incident/20130127003049A), Jan 27, 2013: Piper PA-32-260, Yonkers, NY, Substantial damage. [privacy data omitted] Took off from trenton robinsville airport N87 at approximately 1530 and from there she flew to old bridge airport 3N6 and picked up… ## Docket (9 files) The files NTSB released with the investigation on June 5, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=86092. 16.4 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=40389334&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - FAA Inspector Statement (item 2, .PDF, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390587&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - Carburetor Icing Chart (item 3, .PDF, 204 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390590&FileExtension=.PDF&FileName=Carburetor%20Icing%20Chart-Master.PDF - Photo 1: Damage to Empennage (Photo Courtesy Anglin Aircraft Recovery) (item 4, .PDF, 123 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389335&FileExtension=.PDF&FileName=Photo%201%3A%20Damage%20to%20Empennage%20(Photo%20Courtesy%20Anglin%20Aircraft%20Recovery)-Master.PDF - Photo 2: Cockpit and Instrument Panel (NTSB Digital Photo) (item 5, .PDF, 3.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390591&FileExtension=.PDF&FileName=Photo%202%3A%20Cockpit%20and%20Instrument%20Panel%20(NTSB%20Digital%20Photo)-Master.PDF - Photo 3: Engine (NTSB Digital Photo) (item 6, .PDF, 4.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390595&FileExtension=.PDF&FileName=Photo%203%3A%20Engine%20(NTSB%20Digital%20Photo)-Master.PDF - Photo 4: Top Spark Plugs (NTSB Digital Photo) (item 7, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390597&FileExtension=.PDF&FileName=Photo%204%3A%20Top%20Spark%20Plugs%20(NTSB%20Digital%20Photo)-Master.PDF - Photo 5: Carburetor Fuel Inlet Screen (FAA Digital Photo) (item 8, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390601&FileExtension=.PDF&FileName=Photo%205%3A%20Carburetor%20Fuel%20Inlet%20Screen%20(FAA%20Digital%20Photo)-Master.PDF - Photo 6: Carburetor Venturi (FAA Digital Photo) (item 9, .PDF, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390602&FileExtension=.PDF&FileName=Photo%206%3A%20Carburetor%20Venturi%20(FAA%20Digital%20Photo)-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.