# NTSB GAA17LA090: Piper PA28R, N300KR, Watertown, WI, November 5, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: November 5, 2016, 15:00 local (20:00 UTC) - Place: Watertown, WI - Coordinates: 43.170555, -88.720832 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.1706&lon=-88.7208&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern downwind: Miscellaneous/other](https://openairdocs.org/ntsb-events/900) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report May 1, 2017 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA - NTSB case key (mKey): 94471 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA17LA090 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/94471/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=94471 - Page: https://openairdocs.org/ntsb/GAA17LA090 ## Probable cause The pilot’s failure to attain a proper glidepath on approach for landing, which resulted in impact with trees. Contributing to the accident was a partial, temporary loss of engine power for reasons that could not be determined because postaccident examination did not reveal any anomalies that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Aircraft](https://openairdocs.org/ntsb-findings/01050000): Aircraft › Aircraft power plant · Malfunction (probable cause); cases with it: [Piper PA-28R-200, 1 case](https://openairdocs.org/ntsb-findings/01050000/cases.md?model=7102811), [All aircraft, 151 cases](https://openairdocs.org/ntsb-findings/01050000/cases.md) - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA-28R-200, 16 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7102811), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Performance/control parameters: descent/approach/glide path](https://openairdocs.org/ntsb-findings/01062040): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Piper PA-28R-200, 5 cases](https://openairdocs.org/ntsb-findings/01062040/cases.md?model=7102811), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/01062040/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot; cases with it: [Piper PA-28R-200, 29 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7102811), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern downwind: Miscellaneous/other](https://openairdocs.org/ntsb-events/900) (defining event); cases with it: [Piper PA-28R-200, 4 cases](https://openairdocs.org/ntsb-events/900/sequence.md?model=7102811), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Approach-VFR pattern final: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342); cases with it: [Piper PA-28R-200, 9 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=7102811), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Approach-VFR pattern final: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-28R-200, 45 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102811), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Landing: Landing area undershoot](https://openairdocs.org/ntsb-events/370); cases with it: [Piper PA-28R-200, 2 cases](https://openairdocs.org/ntsb-events/370/sequence.md?model=7102811), [All aircraft, 201 cases](https://openairdocs.org/ntsb-events/370/sequence.md) ## Analysis The commercial pilot reported that he entered the downwind leg of the airport traffic pattern higher than pattern altitude to avoid a traffic conflict. While on downwind, he switched the fuel selector and turned on the electric fuel pump. As he turned from downwind onto the base leg of the traffic pattern, he reduced engine power to idle and initiated a glide toward the runway. On final approach, the pilot realized that the airplane was too low; he added engine power, but the engine "failed to respond." He cycled the fuel pump, the engine surged, and the airplane impacted treetops and landed short of the runway. The pilot further reported that, after landing, he taxied the airplane to the ramp, thus it is unlikely there was a fuel issue. A postaccident engine examination and test run revealed no anomalies that would have precluded normal operation. ## Factual narrative On November 5, 2016, about 1500 central standard time, a Piper Arrow II airplane, N300KP, had an engine hesitation when the pilot added power during short final approach to Watertown Municipal Airport (RYV), Watertown, Wisconsin. The airplane subsequently landed short of the runway. The airplane was registered to and operated by Wisconsin Aviation, Watertown, under the provisions of 14 Code of Federal Regulations Part 91 as a personal local flight. Visual meteorological conditions prevailed. The commercial pilot was not injured. The airplane departed RYV about 1400 and no flight plan was filed. The pilot reported that upon returning to the airport, after a local flight, he heard another aircraft in the left traffic pattern; he remained high when he entered the downwind leg, because he had lost sight of the other aircraft. He switched the fuel selector to the left fuel tank and turned the electric auxiliary fuel pump on. He reported that to help locate the other aircraft, he "slipped" the airplane for "a while" by applying "left rudder only," but then realized that he was still too high. He reduced the power to idle and glided from the downwind position to final. On final, he saw the airplane was going to be too low so he added power, but the engine "failed to respond." The pilot cycled the fuel pump switch off then back on and the "engine surged". The airplane struck treetops, the engine "sputtered", and the airplane landed short of the runway. The pilot reported that after landing, the propeller continued to rotate and he switched the fuel selector to the right fuel tank. He reported that he taxied the airplane to the tarmac without further incident. The pilot reported that during his preflight inspection, he drained fuel from all the fuel drains and did not observe any contaminants or debris in the fuel samples. He also reported that both fuel tanks were nearly full when he departed. The accident was not reported to the NTSB until 30 days after the accident, and the fuel quantity could not be verified. During a postaccident engine and airframe examination at an aircraft maintenance facility, the engine was run and all systems operated normally. The engine ran on both the right and the left fuel tanks. A visual inspection of the engine and its systems showed no defects. In the Operating Tips section of the Piper Arrow II Pilot's Operating Manual, it states in part: The shape of the wing fuel tanks is such that in certain maneuvers the fuel may move away from the tank outlet. If the outlet is uncovered, the fuel will be interrupted and a temporary loss of power may result. Pilots can prevent inadvertent uncovering of the outlet by avoiding maneuvers which could result in uncovering the outlet. Extreme running turning takeoffs should be avoided as fuel flow interruption may occur. Prolonged slips or skids which result in excess of 2000 feet of altitude loss, or other radical or extreme maneuvers which could cause uncovering of the fuel outletmust be avoided as fuel flow interruption may occur when tank being used is not full. The Federal Aviation Administration published the Advisory Circular (AC) 90-66A. This AC discusses recommended traffic pattern practices at airports without operating control towers and states in part: Arriving aircraft should be at the appropriate traffic pattern altitude before entering the traffic pattern. Entry to the downwind leg should be at a 45-degree angle abeam the midpoint of the runway. It is recommended that airplanes observe a 1000-foot above ground level (agl) traffic pattern altitude. ## Aircraft - Registration: [N300KR](https://openairdocs.org/aircraft/N300KR), registered now, S/N 28R-7635210, built 1976 (OpenAirDocs) - Reported make and model: PIPER PA28R (200) - Registry model: [Piper PA-28R-200](https://openairdocs.org/model/piper-pa-28r-200) (registry code 7102811) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28R-7635210 - Year built: 1976 - Airframe hours: 8021.8 - Engines: LYCOMING IO-360-C1C 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Wisconsin Aviation, doing business as Wisconsin Aviation - Registered owner: Wisconsin Aviation-Four Lakes Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 12, 2016 - Departed: RYV, Watertown, WI - Destination: RYV, Watertown, WI - Airport: RYV, Watertown Muni, runway 23, 4,429 × 75 ft, asphalt - Equipment: Auto-pilot, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 80; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review June 12, 2015; seat: left; restraint: 3-point; flight hours: 4,284 total, 100 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 66 °F, dew point 48 °F - Altimeter: 30.23 inHg - Observed at: KRYV ## 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 20161105023039A](https://openairdocs.org/incident/20161105023039A), Nov 5, 2016: Piper PA-28R-200, Watertown, WI, Substantial damage. While on final approach into Watertown Municipal Airport (kryv) in Watertown Wisconsin onto runway 23 aircraft N300KR a PA-28R-200 arrow with only the pilot on… ## Other investigations on N300KR (2) 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. - [NTSB CEN12FA025](https://openairdocs.org/ntsb/CEN12FA025), Oct 17, 2011: Piper PA-28R-200 (N300KR), Watertown, WI, substantial damage. Probable cause: The separation of the number 2 connecting rod from the crankshaft for reasons that could not be determined during postaccident metallurgical examination, which ultimately resulted in a total loss of… - [NTSB MKC85LA093](https://openairdocs.org/ntsb/MKC85LA093), Apr 29, 1985: Piper PA-28R-200 (N300KR), Kansas City, MO, substantial damage ## Docket (5 files) The files NTSB released with the investigation on March 16, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=94471. 1.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 591 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450019&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Memorandum for Record - Telephone Interview, Pilot (item 2, .PDF, 191 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450020&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20Telephone%20Interview,%20Pilot-Master.PDF - Wisconsin Aviation Engine Examination Email Exchange (item 3, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450021&FileExtension=.PDF&FileName=Wisconsin%20Aviation%20Engine%20Examination%20Email%20Exchange-Master.PDF - Arrow II Operating Tips (item 4, .PDF, 690 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450022&FileExtension=.PDF&FileName=Arrow%20II%20Operating%20Tips-Master.PDF - Accident Photo (Courtesy of FAA) (item 5, .PDF, 1 photo, 254 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450023&FileExtension=.PDF&FileName=Accident%20Photo%20(Courtesy%20of%20FAA)-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.