# NTSB ERA22LA283: Piper PA-18A, N1927A, Charlestown, NH, June 22, 2022 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: June 22, 2022, 10:07 local (14:07 UTC) - Place: Charlestown, NH · River - Coordinates: 43.228881, -72.433605 - Nearby events: https://openairdocs.org/map.md?lat=43.2289&lon=-72.4336&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering-low-alt flying: Low altitude operation/event](https://openairdocs.org/ntsb-events/220) - Highest injury: Serious injuries - Injuries: 1 serious - 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): 105311 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22LA283 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105311/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=105311 - Page: https://openairdocs.org/ntsb/ERA22LA283 ## Probable cause The pilot’s failure to see and avoid power lines while maneuvering at low altitude. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Attention/monitoring: monitoring environment](https://openairdocs.org/ntsb-findings/02021545): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Piper PA-18A, 2 cases](https://openairdocs.org/ntsb-findings/02021545/cases.md?model=7101804), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/02021545/cases.md) - [Performance/control parameters: altitude](https://openairdocs.org/ntsb-findings/01062012): Aircraft › Aircraft oper/perf/capability · Not attained/maintained; cases with it: [Piper PA-18A, 2 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md?model=7101804), [All aircraft, 1,310 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md) - [Object/animal/substance: wire](https://openairdocs.org/ntsb-findings/03022032): Environmental issues › Physical environment · Awareness of condition (probable cause); cases with it: [Piper PA-18A, 1 case](https://openairdocs.org/ntsb-findings/03022032/cases.md?model=7101804), [All aircraft, 588 cases](https://openairdocs.org/ntsb-findings/03022032/cases.md) - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA-18A, 2 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7101804), [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. - [Maneuvering-low-alt flying: Unknown or undetermined](https://openairdocs.org/ntsb-events/000); cases with it: [Piper PA-18A, 1 case](https://openairdocs.org/ntsb-events/000/sequence.md?model=7101804), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) - [Maneuvering-low-alt flying: Low altitude operation/event](https://openairdocs.org/ntsb-events/220) (defining event); cases with it: [Piper PA-18A, 1 case](https://openairdocs.org/ntsb-events/220/sequence.md?model=7101804), [All aircraft, 780 cases](https://openairdocs.org/ntsb-events/220/sequence.md) ## Analysis The pilot of the tailwheel equipped, high-wing airplane stated that he descended over the river and flew a low reconnaissance flight over the water to find a suitable floatplane landing site for the future. A witness, who was located on a boat ramp, recorded the airplane as it flew over the water at an altitude of about 10 to 20 ft. The airplane banked and turned as it followed the contours of the river while on a southern heading before disappearing out of view about a mile away as it made another turn around a bend in the river. The airplane continued to fly south over the water. According to the pilot, he initiated a climb back toward cruising altitude well before reaching a set of power lines spanning the river. The pilot reported then hearing an “extreme bang” followed by a loss of engine power. His attempts to troubleshoot were unsuccessful, and he reported that he attempted to land on a field adjacent to the river but impacted the power lines as he was turning onto final approach. The power lines were about 30 to 40 feet over the water and spanned the width of the river. They were neither physically marked nor required to be marked, but they were depicted on the sectional area chart for that area. Postaccident examination of the engine did not reveal any discrepancies that would preclude normal engine operation. While the magnetos were worn down at the block electrodes, they produced spark when tested. A carburetor icing chart was used to determine icing probability, yielding a potential for serious icing at glide power based on the weather conditions at the time. However, the nearest available weather used for this analysis was from an airport 7.5 nautical miles (nm) away, and it is likely that the pilot maintained sufficient power during maneuvering and his climb. Based on this information, no evidence supporting the reported loss of engine power was found during the course of the investigation. Therefore, it is likely that the pilot did not climb sufficiently before reaching of the power lines, which resulted in an in-flight collision with the power lines and impact with the river. ## Factual narrative On June 22, 2022, at 1007 eastern daylight time, a Piper PA-18A, N1927A, was substantially damaged when it was involved in an accident near Charlestown, New Hampshire. The airline transport pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot departed Hartness State Airport (VSF), Springfield, Vermont, about 1000 and proceeded east towards the Connecticut River, near Charlestown, New Hampshire. The pilot reported he was flying low over the water, looking for a possible “future” floatplane landing site, then climbed “well before” high-tension power lines that crossed the river. However, after making the climb, he heard a loud bang followed by a reduction in engine power and accompanying vibrations. The pilot was unable to regain engine power or maintain altitude and attempted to land in an open field adjacent to the river, but the airplane struck the power lines, which were physically unmarked but depicted on the sectional aeronautical chart covering that area. The wires were about 30 to 40 ft above, and spanned the entire width of the river. The airplane subsequently impacted the water, where it came to rest in the middle of the river. A witness located on a boat ramp 2 nm north of the accident site stated that he observed the airplane as it came from the north, passed over the bridge, and descended toward the river. He took out his mobile phone to record the airplane; the video recording was timestamped at 1003. The airplane flew south “very low” over the water, between 10 and 20 ft. The airplane was “making some aggressive turns” and following the contour of the river until it disappeared out of view near a bend in the river. An additional witness who was near the accident site stated he noticed it was flying very low, “lower than most aircraft fly, and I knew there were power lines down here, and I knew he was low enough to hit them." Charlestown, New Hampshire dispatch reported that the 911 call for the accident was received at 1008, about 5 minutes after the time stamp recorded on the witness video. The airplane was not equipped with amphibious floats and was configured with a tailwheel at the time of the accident. The weather conditions at the time of the accident was conducive for the formation of serious carburetor ice at glide power based on Federal Aviation Administration Special Airworthiness Information Bulletin CE-09-35, “Carburetor Icing Prevention,” using the weather report for VSF, which was located about 7.5 nm northwest of the accident site. The airframe, both wings, and empennage were substantially damaged. Subsequent examination of the engine and associated components revealed continuity of the powertrain. The crankshaft was rotated via the propeller and provided adequate compression on each of the cylinders. The spark plugs showed no signs of any discrepancy. The magnetos were examined by a mechanic and produced spark. However, the mechanic notedthat the block finger electrodes and rotor electrodes were worn. Damage and water submersion prevented fuel system examination. There were no obvious discrepancies noted that would prevent the engine from producing power. ## Aircraft - Registration: [N1927A](https://openairdocs.org/aircraft/N1927A), registered now, S/N 18-1762, built 1952 (OpenAirDocs) - Reported make and model: PIPER PA-18A - Registry model: [Piper PA-18A](https://openairdocs.org/model/piper-pa-18a) (registry code 7101804) (OpenAirDocs) - Registry engine: [Lycoming 0-290 series](https://openairdocs.org/engine/lycoming-0-290-series) (registry code 41506, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 18-1762 - Year built: 1952 - Airframe hours: 2709 - Engines: Lycoming O-320-A2B 150 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: High Wind Aviation Services LLC - Registered owner: High Wind Aviation Services LLC - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, May 1, 2022, 22 hours before - Departed: VSF, Springfield, VT - Equipment: Handheld GPS, Electronic flight bag or handheld device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 26; injuries: serious; commercial, flight instructor; airplane ratings: single-engine sea, multi-engine sea, single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review June 30, 2021; seat: rear; restraint: 4-point; flight hours: 3,916 total, 189 in this make and model, 3,598 as pilot in command, 193 in the last 90 days, 92 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 170° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 4,500 ft broken - Temperature: 63 °F, dew point 54 °F - Altimeter: 30.09 inHg - Observed at: VSF, 8 nm away - METAR: METAR KVSF 221854Z AUTO 17006KT 10SM BKN045 OVC055 17/12 A3009 RMK AO2 SLP191 T01670122= ## 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 20220622010909A](https://openairdocs.org/incident/20220622010909A), Jun 22, 2022: Piper PA-18A, Charlestown, NH, Substantial damage. The aircraft departed hartness state airport (kvsf), north springfield, VT at approximately 1025 local. The pilot stated that he had been flying for… ## Docket (10 files) The files NTSB released with the investigation on May 30, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=105311. 7.9 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 12 pages, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17061961&FileExtension=pdf&FileName=6120_1%20NTSB_Redacted-Rel.pdf - Pilot's initial statement (item 2, PDF, 1 page, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14248509&FileExtension=pdf&FileName=Pilots%20Initial%20Statement_Redacted-Rel.pdf - FAA accident report excerpt (item 3, PDF, 2 pages, 8 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17061645&FileExtension=pdf&FileName=N1927A%20FAA%20Accident%20Report%20Excerpt-Rel.pdf - FAA inspector statement (item 4, PDF, 1 page, 943 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15085165&FileExtension=pdf&FileName=FAA%20Investigation%20Notes_Redacted-Rel.pdf - Video of airplane flying over river (item 5, MOV, 3.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17063388&FileExtension=MOV&FileName=Video-Rel.MOV - Witness statement and interview summary (item 6, PDF, 2 pages, 338 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17073766&FileExtension=pdf&FileName=MOR_Eyewitness%20Email%20and%20Phone%20Call_Redacted-Rel.pdf - Eyewitness map drawing perspective (item 7, PDF, 1 page, 226 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17063080&FileExtension=pdf&FileName=Witness%20Drawing%20and%20Accident%20Location-Rel.pdf - Memorandum for record - news report with witness interview (item 8, PDF, 1 page, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17111179&FileExtension=pdf&FileName=MOR_News%20Report%20with%20Video%20and%20Witness-Rel.pdf - Mor_FAA and mechanic examination (item 9, PDF, 2 pages, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17109286&FileExtension=pdf&FileName=MOR_FAA%20Airframe%20and%20Engine%20Exam-Rel.pdf - Investigation photographs (item 10, PDF, 3 pages, 195 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17063139&FileExtension=pdf&FileName=N1927A_Photo%20Array-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.