# NTSB LAX97LA004: Piper PA-28-180, N6614J, Ely, NV, October 6, 1996 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: October 6, 1996, 11:23 local (18:23 UTC) - Place: Ely, NV - Coordinates: 39.420986, -115.000434 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.4210&lon=-115.0004&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 4 serious - Status: Completed, report March 31, 1998 - Report: Approved by Office Director - NTSB case key (mKey): 29652 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX97LA004 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/29652/pdf - Page: https://openairdocs.org/ntsb/LAX97LA004 ## Probable cause a partial loss of engine power for undetermined reasons, and the pilot's failure to maintain adequate airspeed to preclude stalling, while turning toward an emergency landing area. A factor related to the accident was: the high density altitude condition. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - reason for occurrence undetermined (cause) - Forced landing, maneuvering - turn to landing area (emergency) - Loss of control - in flight, maneuvering - turn to landing area (emergency) - weather condition - high density altitude (contributing factor) - airspeed - not maintained, pilot in command (cause) - stall/mush - inadvertent, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled ## Analysis The pilot reported that he performed a preflight inspection of the airplane and nothing unusual was noted. He and three passengers then taxied for takeoff, an engine run-up was conducted, the mixture was leaned for the 8,000-foot density altitude atmospheric condition, and they took off. About 30 seconds after liftoff, between 100 and 200 feet above ground level, the engine started missing. According to one of the passengers, the engine sounded as though it was intermittently operating on three cylinders. Unable to maintain altitude, the pilot increased the airplane's angle of attack while turning toward an open field. The airplane stalled, crashed into the field, and was destroyed by fire. The airframe and engine were examined, and no evidence of catastrophic failures were noted. Due to the extent of fire damage, the magnetos, carburetor, fuel pump, and various portions of the induction system could not be completely examined. ## Factual narrative On October 6, 1996, at 1123 hours Pacific daylight time, a Piper PA-28-180, N6614J, operated by the pilot, collided with terrain about 2 miles south of the Ely Airport, Ely, Nevada. Visual meteorological conditions prevailed, and a visual flight rules flight plan was filed. The airplane was destroyed by impact forces and a postimpact ground fire. The private pilot and three passengers were seriously injured. The flight was originating at the time of the accident. Witnesses reported that the airplane took off using runway 18, which is 5,998 feet long. The airport's elevation is 6,255 feet mean sea level. The National Transportation Safety Board calculated that the approximate density altitude was 8,000 feet. The pilot reported that the pretaxi, taxi, and engine run-up procedures were accomplished without any complications. He leaned the mixture for takeoff, extended the wing flaps one notch, and took off. The airplane initially climbed at a 400- to 500-foot-per-minute rate, but then the engine started to "cough/sputter every five seconds or so . . ." The pilot further reported that he reset the mixture control to the full rich position and verified that the carburetor heat was off; however, the engine continued to sputter. Unable to maintain altitude, the pilot turned left toward an emergency landing area. The airplane crashed into an open field while in a left wing low attitude. Several witnesses observed the crash. One of the witnesses reported that seconds before the impact, the airplane was "swaying back and forth." Another witness reported seeing the airplane's nose pitch up and down several times. Thereafter, the airplane entered a steep left bank and descended until impacting the ground. The left, rear seated passenger reported that nothing unusual occurred during the engine run-up or takeoff roll. He then described the accident flight as follows: "Climb out was normal for approximately 30 seconds, reaching an estimated altitude of 100 to 200 feet. At this time the engine began to run rough. The best description of how the engine was running is to compare it to a four cylinder engine running on three cylinders. The pilot tried several things to improve engine performance. I vaguely remember the pilot switching fuel tanks and I think he adjusted the carburetor heat . . . None off his attempts corrected the problem and the engine continued to run rough, not getting worse or better. Our angle of attack was getting rather steep and the pilot commented that he would adjust the flaps . . ." The airplane turned left, and seconds later it crashed. During an October 11, 1996, telephone interview, the passenger reported that when the engine started sputtering, it sputtered consistently throughout the remainder of the flight. The airplane seemed to stall as it descended into the terrain. The fire damaged airframe and engine were recovered from the accident site and examined by representatives from the Federal Aviation Administration, The New Piper Aircraft Company, and Textron Lycoming Engines. In summary, the parties reported finding no evidence of any preimpact malfunctions with the airframe or catastrophic failures within the engine. However, due to the extent of the fire, various engine components and accessories could not be completely examined. These components included the magnetos, the carburetor, the engine driven fuel pump, and various portions of the induction system. ## Aircraft - Registration: [N6614J](https://openairdocs.org/deregistered/N6614J-2011-08-19), registration cancelled 2011-08-19, S/N 28-5078, built 1968 (OpenAirDocs) - Reported make and model: Piper PA-28-180 - Registry model: [Piper PA-28-180](https://openairdocs.org/model/piper-pa-28-180) (registry code 7102808) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-5078 - Airframe hours: 8045 - Engines: Lycoming O-360-A4A 180 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Michael E. Scholl - Registered owner: Rob D. Brandt - Airworthiness certificate: Standard, Normal - Last inspection: Annual, December 5, 1995, 196 hours before - Departed: ELY, ELY, NV - Destination: VGT, NORTH LAS VEGAS, NV - Flight plan: VFR - Airport: ELY, Ely, runway 18, 5,998 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 30; private; airplane ratings: single-engine land; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 242 total, 8 in this make and model, 175 as pilot in command, 1 in the last 90 days, 1 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 25 °F - Altimeter: 30.00 inHg - Observed at: ELY, 2 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 19961006031069A](https://openairdocs.org/incident/19961006031069A), Oct 6, 1996: Piper PA28180, Ely, NV, Destroyed. Lost power on climbout. Stalled. Impacted and burned. Density altitude improper leaning and airspeed were factors. 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.