# NTSB ERA13LA211: Piper PA-18-135, N18JP, Inlet, NY, April 23, 2013 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: April 23, 2013, 10:00 local (14:00 UTC) - Place: Inlet, NY - Coordinates: 43.740001, -74.738334 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.7400&lon=-74.7383&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report July 30, 2014 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 86699 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13LA211 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/86699/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=86699 - Page: https://openairdocs.org/ntsb/ERA13LA211 ## Probable cause A loss of engine power for reasons that could not be determined during postaccident examination. ## 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: [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: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [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: [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Emergency descent: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241); cases with it: [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot's preflight inspection of the float-equipped airplane revealed no anomalies, and he subsequently departed for a local flight. Shortly after departure, the engine began to run roughly and produce "surges of power." The pilot turned the airplane back toward the departure lake but then realized that the airplane's airspeed and altitude were insufficient to clear trees on the shore. While attempting to maneuver the airplane between trees, the airplane experienced an aerodynamic stall and came to rest inverted near the lakeshore in about 8 to 12 inches of water. Before the airplane was recovered from the lake, 6 gallons of fuel were drained from the left wing tank. The right wing tank was breached during impact. Postaccident examination revealed no obvious defects of the engine or fuel system except for a mixture of water and fuel found in the carburetor float bowl. It could not be determined whether water was present in the bowl before the partial water submersion or as a result of it. Although atmospheric conditions were favorable to the accumulation of carburetor icing at glide and cruise power, it could not be determined if carburetor ice was present during the takeoff. ## Factual narrative On April 23, 2013, approximately 1000 eastern daylight time, a float-equipped Piper PA-18-135, N18JP, was substantially damaged during a forced landing near Inlet, New York. The certificated commercial pilot was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The pilot stated that a preflight inspection revealed no anomalies, and he departed Seventh Lake Seaplane Base (NK15) to the north, before turning the airplane west towards a nearby lake. He reported that shortly after turning west, the engine began to run rough and produce "surges of power." The pilot turned the airplane back towards Seventh Lake, but realized the airplane's airspeed and altitude were insufficient to clear trees on the shore. While attempting to maneuver the airplane between trees, the airplane experienced an aerodynamic stall and came to rest inverted on the shore of the lake in between 8-12 inches of water. The airplane was manufactured in 1953, and was equipped with a Lycoming O-320-A2B, 150-hp reciprocating engine. The airplane's most recent annual inspection was completed on June 6, 2012. The pilot held a commercial pilot certificate with ratings for airplane single engine land and sea, and instrument airplane. He reported 9,000 hours total flight experience, of which 600 hours were in the accident airplane make and model. Prior to the recovery from the lake, 6 gallons of fuel was drained from the left wing tank. The right wing tank was breached during impact. The airplane was then moved to the owners' hangar for further examination. The engine crankshaft was rotated at the propeller, and compression was obtained on all cylinders. The magnetos produced spark at their terminal leads. The carburetor was intact, and when opened, the float bowl contained a mixture of fuel and water. The 0953 weather observation at Griffiss International Airport (RME), located approximately 42 miles southwest of the accident site, included wind from 140 degrees at 12 knots, clear skies, 10 miles visibility, temperature 7 degrees C, dew point -3 degrees C, and an altimeter setting of 30.37 inches of mercury. Review of a carburetor icing probability chart published by the Federal Aviation Administration showed that the temperature/dewpoint conditions were favorable to the accumulation of ice at glide and cruise power. ## Aircraft - Registration: N18JP (not matched to a registry record) - Reported make and model: PIPER PA-18-135 - Category: Airplane - Serial number: 18-2471 - Year built: 1953 - Airframe hours: 2969 - Engines: LYCOMING 0-320 SERIES 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Payne James R - Registered owner: Payne James R - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Annual, June 6, 2012 - Departed: Inlet, NY - Destination: Inlet, NY - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 50; injuries: serious; commercial; airplane ratings: single-engine sea, single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review October 17, 2012; seat: front; restraint: lap only; flight hours: 9,000 total, 600 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 140° at 12 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 45 °F, dew point 27 °F - Altimeter: 30.37 inHg - Observed at: RME, 42 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 20130423026039A](https://openairdocs.org/incident/20130423026039A), Apr 23, 2013: Piper PA-18-135, Inlet, NY, Substantial damage. Pilot planned to make one takeoff and landing. On downwind the engine experienced surges of power. The pilot attempted a short landing approach, but during the… ## Docket (4 files) The files NTSB released with the investigation on June 17, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=86699. 5.6 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 331 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413386&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Memorandum for Record – FAA Interview Summary (item 2, .PDF, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413387&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20%E2%80%93%20FAA%20Interview%20Summary-Master.PDF - Carburetor Icing Probability Chart (item 3, .PDF, 129 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413388&FileExtension=.PDF&FileName=Carburetor%20Icing%20Probability%20Chart-Master.PDF - Photo 1 – Airplane as it came to rest (Photo Courtesy of FAA) (item 4, .PDF, 5.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413389&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20Airplane%20as%20it%20came%20to%20rest%20(Photo%20Courtesy%20of%20FAA)%20%0D%0A-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.