# NTSB ERA19LA135: Piper PA22, N1933P, Blanch, NC, March 24, 2019 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: March 24, 2019, 19:35 local (23:35 UTC) - Place: Blanch, NC - Coordinates: 36.4925, -79.311668 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=36.4925&lon=-79.3117&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Serious injuries - Injuries: 1 serious, 1 minor - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/ FSDO - ADs cited in the narratives: [AD 67-24-02](https://openairdocs.org/ad/67-24-02) (OpenAirDocs) - NTSB case key (mKey): 99156 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA19LA135 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/99156/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=99156 - Page: https://openairdocs.org/ntsb/ERA19LA135 ## Probable cause A total loss of engine power for undetermined reasons. ## 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-22-150, 11 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7102210), [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 (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Piper PA-22-150, 11 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7102210), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Initial climb: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-22-150, 41 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102210), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot completed a 25-minute flight before a passenger boarded the airplane for the accident flight. After a normal takeoff, the engine lost all power during the initial climb. The pilot switched the fuel selector to the other tank. Unable to restore engine power, the pilot attempted to land in an open field to the left of the departure runway; the airplane landed hard, resulting in substantial damage to the fuselage and wings. Examination of the airframe and engine did not reveal any evidence of a preimpact mechanical malfunction or failure, and the exact quantity of fuel onboard at the time of the accident could not be determined due to impact damage. The reason for the loss of engine power could not be determined based on the available information. ## Factual narrative On March 24, 2019, about 1935 eastern daylight time, a Piper PA-22-150, N1933P, was substantially damaged during a forced landing shortly after takeoff from a private grass airstrip near Blanch, North Carolina. The private pilot sustained serious injuries and the passenger sustained minor injuries. The airplane was registered to and operated by Caswell Insurance Services Inc. under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed, and no flight plan was filed for the local flight; the flight was originating at the time of the accident. The pilot reported that he flew around for about 25 minutes just prior to the accident flight, landed, and boarded a passenger for the accident flight. He completed all preflight procedures and noted that the fuel gauges indicated each tank was ½ full. Shortly after takeoff to the south in the initial climb, the pilot reported that the engine lost "fuel or power." He attempted to land in an open field and banked left, but the landing touchdown was hard. The pilot could not recall which tank the fuel selector was selected to for takeoff, but he remembered switching the tanks when the loss of power occurred. He reported departing with 15 gallons of fuel onboard. According to a witness, when the engine lost power it sounded as if the fuel to air mixture was cutoff, and when the airplane banked to the left, the engine sputtered, but did not regain power. A Federal Aviation Administration (FAA) inspector traveled to the accident site and observed that the airplane impacted an open grass area to the left (southeast) of the takeoff direction. The airplane came to rest upright, with the left wing down. The wings and fuselage sustained substantial damage. Flight control cable continuity was established from the flight control surface to the cockpit. The smell of fuel was present around the accident site. The fuel selector was found selected to the off position, which was consistent with first responders reporting that they had moved the lever from an undetermined position to off. The left fuel tank was found about 1/4 full, and the right tank was found empty. The right wing was found elevated above the fuselage and fuel spillage was observed. When the fuel selector was selected to the left tank, fuel was observed to flow freely from the impact damaged valve. Examination of the engine revealed that when the crankshaft was rotated by hand, valve train continuity was established, and thumb compression and suction was observed on all cylinders. The magnetos were removed and operated by hand with the impulse coupling, with no anomalies observed. Each spark plug produced a spark, except for two bottom plugs that were filled with oil. Clean spark plugs were placed in these positions and spark was observed in both positions. The carburetor was broken into two pieces due to impact damage. No debris or fluids were observed in the intact portion of thecarburetor. Examination of the airframe and engine revealed no evidence of preimpact mechanical malfunction or failures. According to FAA airmen records, the pilot held a private pilot certificate with an airplane single-engine land rating. His most recent third-class medical certificate was issued in March 2013. The pilot could not locate his logbooks and did not report when his most recent flight review was completed. He reported that he had flown 1 hour in the past 90 days. According to FAA airworthiness records, the high-wing airplane was powered by a Lycoming O-320-B2A 150-horsepower engine. The most recent annual inspection was completed in March 2018. The owner's handbook stated the airplane had a standard fuel capacity of two 18-gallon wing fuel tanks and at 75% power, consumed 9 gallons per hour. The airplane was placarded with FAA Airworthiness Directive 67-24-02 which stated in part: To forestall the possibility of engine fuel starvation during takeoff operations, install a placard on the right fuel quantity gauge, as shown in Piper Service Bulletin No. 250 dated June 2, 1967. The placard shall read: "Right Tank Level Flight Only With Less Than 1/3 Tank." A 1/3 tank capacity equals 6 gallons. Aircraft equipped with a single fuel quantity gauge must also have the placard installed. At 1940, the nearest weather conditions 20 miles southeast at Person County Airport (TDF) Roxboro, North Carolina, reported wind 200° at 7 knots, visibility 10 statute miles, clear skies, temperature 17°C, dew point 0°C, and barometric pressure of 30.14 inches of mercury. According to the FAA Carburetor Icing-Probability Chart, the atmospheric conditions were not conducive to serious carburetor icing at glide or cruise power. ## Aircraft - Registration: [N1933P](https://openairdocs.org/deregistered/N1933P-2019-07-15), registration cancelled 2019-07-15, S/N 22-2684, built 1955 (OpenAirDocs) - Reported make and model: Piper PA22 (150) - Registry model: [Piper PA-22-150](https://openairdocs.org/model/piper-pa-22-150) (registry code 7102210) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 22-2684 - Year built: 1955 - Engines: Lycoming O-320-B2A 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Caswell Insurance Services Inc. - Registered owner: Caswell Insurance Services Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 5, 2018 - Departed: PVT, Blanch, NC - Destination: PVT, Blanch, NC - Airport: PVT, Private AIrstrip - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 40; injuries: serious; private; airplane ratings: single-engine land; seat: left; restraint: lap only; flight hours: 515 total, 402 in this make and model, 515 as pilot in command, 1 in the last 90 days, 1 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 63 °F, dew point 32 °F - Altimeter: 30.13 inHg - Observed at: TDF, 20 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 20190324001939A](https://openairdocs.org/incident/20190324001939A), Mar 24, 2019: Piper PA-22-150, Blanch, NC, Destroyed. Pilot departed from his Private strip at approximately 7:05PM local time on 3-24-19. He flew for approximately 25 minutes, then landed at his Private strip to… ## Docket (9 files) The files NTSB released with the investigation on September 26, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=99156. 9.6 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476314&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - FAA AW Inspector Statement (item 2, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476315&FileExtension=.PDF&FileName=FAA%20AW%20Inspector%20Statement-Master.PDF - FAA Ops Inspector Statement (item 3, .PDF, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476316&FileExtension=.PDF&FileName=FAA%20Ops%20Inspector%20Statement-Master.PDF - NTSB Memo for Record (FAA Inspector) (item 4, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476317&FileExtension=.PDF&FileName=NTSB%20Memo%20for%20Record%20(FAA%20Inspector)-Master.PDF - Record of Conversation (Pilot in Command) (item 5, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476318&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(Pilot%20in%20Command)-Master.PDF - Carburetor Ice Chart (item 6, .PDF, 296 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476319&FileExtension=.PDF&FileName=Carburetor%20Ice%20Chart-Master.PDF - Photo Array (item 7, .PDF, 4 photos, 4.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476320&FileExtension=.PDF&FileName=Photo%20Array-Master.PDF - FAA AD 67-24-02 (item 8, .PDF, 842 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476321&FileExtension=.PDF&FileName=FAA%20AD%2067-24-02-Master.PDF - Airplane Owners Manual (item 9, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40476322&FileExtension=.PDF&FileName=Airplane%20Owners%20Manual-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.