# NTSB ERA20LA275: Piper PA25, N223AB, Miami, FL, August 5, 2020 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: August 5, 2020, 13:33 local (17:33 UTC) - Place: Miami, FL - Coordinates: 25.750555, -80.152221 - Nearby events: https://openairdocs.org/map.md?lat=25.7506&lon=-80.1522&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-descent: Fuel related](https://openairdocs.org/ntsb-events/190) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - 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): 101745 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA20LA275 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/101745/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=101745 - Page: https://openairdocs.org/ntsb/ERA20LA275 ## Probable cause A total loss of engine power due to carburetor ice that was not detected by the pilot. ## 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 · Effect on equipment (probable cause); cases with it: [All aircraft, 435 cases](https://openairdocs.org/ntsb-findings/03031030/cases.md) - [Info processing/decision: identification/recognition](https://openairdocs.org/ntsb-findings/02041510): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [All aircraft, 559 cases](https://openairdocs.org/ntsb-findings/02041510/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-descent: Fuel related](https://openairdocs.org/ntsb-events/190) (defining event); cases with it: [All aircraft, 361 cases](https://openairdocs.org/ntsb-events/190/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) - [Landing-landing roll: Dragged wing/rotor/float/other](https://openairdocs.org/ntsb-events/093); cases with it: [All aircraft, 319 cases](https://openairdocs.org/ntsb-events/093/sequence.md) - [Landing-landing roll: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) ## Analysis The commercial pilot departed on a banner tow flight and after takeoff, as part of his procedures, briefly checked two times for carburetor ice. Prior to beginning a descent, he applied carburetor heat a third time, but before he had time to adjust the throttle, the engine lost total power. Unable to restore power he maneuvered over water and dropped the banner as to avoid injury to any persons or property then maneuvered for a forced landing on a road. After touchdown on the road, the airplane collided with a fence and went down a slight embankment before coming to rest upright. Postaccident examination and operational test run of the engine, as well as the carburetor heat system, revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. The weather conditions at the time of the accident were conducive to the formation of carburetor icing at glide (idle) and cruise engine power settings. Thus, it is likely that during cruise flight before the third application of carburetor heat, carburetor ice formed that was not detected by the pilot. ## Factual narrative On August 5, 2020, about 1333 eastern daylight time, a Piper PA-25-235, N223AB, was substantially damaged when it was involved in an accident near Miami, Florida. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 banner tow flight. The pilot picked up a banner and climbed on an easterly heading to 1,300 ft mean sea level (msl). He leaned the mixture, then at the top of the climb he checked the carburetor heat by applying it for 15 to 30 seconds and noted a 100-rpm drop. He removed carburetor heat and flew in a southeast direction, then proceeded in a southerly direction. He flew over the Port of Miami at 1,100 ft msl where he checked the carburetor heat a 2nd time, applying it and leaving on for 15 to 30 seconds, again noting a 100-rpm drop. He removed carburetor heat and continued in a southerly direction. When the flight was south of Fisher Island, he made a radio call on the Watson Island Advisory air-to-air frequency that the flight was at 1,100 ft msl, turning to the north, descending to 700 ft msl. He applied carburetor heat before beginning to descend, but before he had time to adjust the throttle control, the engine rpm dropped to between 1,000 and 1,200. The pilot maneuvered the airplane over water where he dropped the banner. With full power applied, the mixture leaned, and carburetor heat on it felt to him like the engine was not producing power. He picked out the landing site, checked the magnetos, applied full rich mixture and with carburetor heat still applied, he descended to between 50 and 100 ft. About that time the engine sputtered "like it wanted to come back," but it did not recover. Just before touchdown he pulled the throttle and mixture controls and was fast at the intended landing site. The airplane touched down and collided with a fence. He reported that the engine was stopped when he came to rest, and he then secured the airplane. According to the Federal Aviation Administration (FAA) inspector who examined the airplane at the accident site, there was no fuel contamination in the fuel tank or airframe fuel strainer, and only scratches to the propeller blades, though the propeller spinner was damaged. While he and the pilot were present, a company employee started the engine and briefly operated it to idle. Following recovery of the airplane an inspection of the carburetor heat system revealed no discrepancies. The engine was operated using the fuel that was in the fuel tank at the time of the accident. At 1353, the weather reported at Miami International Airport (MIA), about 8 miles west-northwest of the accident site, included a temperature of 28°C and a dew point 25°C. The calculated relative humidity at those conditions was about 80%. Review of the icing probability chart contained within FAA Special Airworthiness Information Bulletin CE-09-35 revealed the atmospheric conditions at the time of the accident were "conducive to icing at glide [idle] and cruise power." ## Aircraft - Registration: N223AB (not matched to a registry record) - Reported make and model: PIPER PA25 (235) - Category: Airplane - Serial number: 25-3996 - Year built: 1966 - Airframe hours: 7639.3 - Engines: Lycoming O-540-B2C5 235 horsepower reciprocating - Damage: Substantial damage - Flight: Banner tow, Part 91 - Operator: Aerial Banners North, Inc. - Registered owner: Aerial Banners Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 22, 2020, 86 hours before - Departed: HWO, Hollywood, FL - Destination: HWO, Hollywood, FL - Equipment: ADS-B, Handheld GPS, Satellite tracking device, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 21; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review January 25, 2019; seat: center; restraint: 4-point; flight hours: 379 total, 82 in this make and model, 301 as pilot in command, 93 in the last 90 days, 59 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 82 °F, dew point 77 °F - Altimeter: 30.02 inHg - Observed at: MIA, 8 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 20200805010169A](https://openairdocs.org/incident/20200805010169A), Aug 5, 2020: Piper PA-25-235, Miami, FL, Substantial damage. Pilot operating under part 91 banner towing operating Piper PA-25-235, serial number 25-3995, registration N223AB from north perry airport (hwo) with one pilot… ## Docket (7 files) The files NTSB released with the investigation on August 30, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=101745. 16.8 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 12.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=10121584&FileExtension=pdf&FileName=6120%20Recd%208%2024%202020_Redacted-Rel.pdf - Record of NTSB conversation (item 2, PDF, 7 pages, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=10098294&FileExtension=pdf&FileName=Record%20of%20NTSB%20Conversation_Redacted-Rel.pdf - FAA inspector statement (item 3, PDF, 3 pages, 91 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=10098900&FileExtension=pdf&FileName=FAA%20Inspector%20Statement%20N223AB_Redacted-Rel.pdf - Weather reports and records (item 4, PDF, 1 page, 12 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=10122395&FileExtension=pdf&FileName=Weather%20Reports%20and%20Records-Rel.pdf - Annotated carburetor icing probability chart (item 5, PDF, 1 page, 414 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=10121808&FileExtension=pdf&FileName=Annotated%20Carburetor%20Icing%20Probability%20Chart-Rel.pdf - Investigative photographs (item 6, PDF, 4 pages, 4 photos, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=10123116&FileExtension=pdf&FileName=Investigative%20Photographs-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 7, PDF, 1 page, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=10103363&FileExtension=pdf&FileName=Fully%20Executed%20Wreckage%20Release%20Form_ERA20LA275_Redacted-Rel.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.