# NTSB LAX98LA241: Piper PA-28R-200, N222LC, Baker, CA, July 23, 1998 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 23, 1998, 11:00 local (18:00 UTC) - Place: Baker, CA - Coordinates: 35.310935, -116.039817 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.3109&lon=-116.0398&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report September 28, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 43614 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX98LA241 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/43614/pdf - Page: https://openairdocs.org/ntsb/LAX98LA241 ## Probable cause A loss of engine power for undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, go-around (vfr) - reason for occurrence undetermined (cause) - Forced landing, descent - emergency - On ground/water encounter with terrain/water, landing - roll - terrain condition - dirt bank/rising embankment ## Analysis While en route to the destination airport, the pilot noted the fuel flow gage was fluctuating and the engine began to run roughly. He switched to the backup electric fuel pump and the engine smoothed out. Shortly thereafter, the fuel flow gage again provided an intermittent reading. The pilot decided to make a precautionary landing at an alternate airport and overflew the field to check the windsock for wind direction. He reported that right at touchdown he noted a wind change to a tailwind and decided to abort the landing. He applied full power, but the engine did not respond. The airplane was landed straight ahead, overran the runway, and struck an elevated road. The pilot reported that prior to the flight, on the day of the accident, the airplane had been refueled. After fueling, he conducted a run-up and noted that the engine was sputtering. He taxied to a maintenance facility and asked them to inspect the aircraft. The maintenance facility found that the fuel injector nozzles were dirty. They cleaned and reinstalled them. The pilot conducted another run-up with no discrepancies noted and departed the airport. A postaccident engine test run and inspection were conducted with no anomalies noted. The fuel system was inspected, to include the fuel servo unit, with no discrepancies found. ## Factual narrative On July 23, 1998, at 1100 hours Pacific daylight time, a Piper PA-28R-200, N222LC, experienced a loss of engine power after aborting a landing at the Baker, California, airport. The airplane, operated under 14 CFR Part 91, sustained substantial damage during the ensuing runway overrun and collision with ground obstacles. The private pilot/owner, the sole occupant, was not injured. Visual meteorological conditions existed for the personal flight and no flight plan was filed. The flight originated from the General Fox Field airport, Lancaster, California, at 1000 on the day of the accident and was scheduled to terminate at the Henderson, Nevada, airport. In a telephone interview with the Safety Board, the pilot stated that he had departed from the Van Nuys, California, airport on July 22, 1998, and was returning to Henderson. He stated that near Daggett, California, he encountered a storm. He made the decision to return to the General Fox Field airport and wait out the storm. On the morning of July 23, the pilot reported that the airplane was refueled and he conducted the preflight inspection. He noted that during the run-up the engine sputtered, and he taxied the airplane to a maintenance facility located on the field. He then checked the fuel, with no water or debris present. The pilot then solicited the maintenance facility to check out his airplane. The pilot reported that the maintenance facility found the fuel injectors were dirty and cleaned them. They ground checked the engine and it ran fine. The pilot conducted another run-up and did not notice any further discrepancies. He reported that he had the tanks "topped off" with fuel, and checked the fuel for water or debris, with no discrepancies noted. He taxied back for takeoff and performed another run-up with no malfunctions noted. While en route to Henderson, the pilot noticed that the fuel flow gage was fluctuating and the engine began to run rough and sputter. The pilot said he believed that he had lost the engine driven fuel pump. He then switched to the backup electric driven fuel pump and for a few seconds the airplane ran fine. Shortly thereafter, the fuel flow gage began providing an intermittent reading again and he decided to make a precautionary landing at Baker airport. The pilot reported that he checked the windsock and was attempting to land into the wind. He stated that right before touchdown he noted that the windsock had changed direction and he was now landing with a tailwind. He decided to abort the landing and added full power, but the engine did not respond. He landed the airplane straight ahead and engine power came back on just after touchdown. The pilot stated that the airplane overran the runway and struck an elevated road. Following the accident, an inspection and ground test run of the engine was performed. The battery had to be recharged prior to the engine run-up. After the battery had been recharged, the engine was started and run for 5 minutes with no discrepancies found. All engine instrument readings were within manufacturer's limits. A magneto check was conducted at 2,000 rpm with no discrepancies. No leaking was observed before, during, or after the test run. The fuel vents in each of the wing assemblies were examined and found to be free of any obstructions. The throttle and mixture controls were found to be secure at their respective arms. All of the fuel lines to the engine were found to be secure. There were no further discrepancies noted with the inspection of the fuel system. The fuel servo was removed and a flow test was conducted and was found to be within manufacturer's specifications. The fuel servo was then disassembled with no anomalies noted. ## Aircraft - Registration: [N222LC](https://openairdocs.org/deregistered/N222LC-2013-08-19), registration cancelled 2013-08-19, S/N 28R-7635155, built 1976 (OpenAirDocs) - Reported make and model: Piper PA-28R-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-7635155 - Airframe hours: 6747 - Engines: Lycoming IO-360-C1C 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Raymond Pistol - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 30, 1998, 20 hours before - Departed: WJF, LANCASTER, CA - Destination: L15, HENDERSON, NV - Airport: 0O2, Baker, runway 33, 3,157 × 50 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 51; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 500 total, 300 in this make and model, 500 as pilot in command, 6 in the last 90 days, 4 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 4 knots - Lowest ceiling: none - Temperature: 90 °F, dew point 64 °F - Observed at: DAG, 86 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 19980723017019A](https://openairdocs.org/incident/19980723017019A), Jul 23, 1998: Piper PA28R200, Baker, CA, Substantial damage. Acft encountered engine problems and crashed in an open field, acft sustained substantial damage, pilot was not injured. 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.