# NTSB MIA05LA052: Paul Pajak RV-6A, N654PJ, Sanford, FL, January 16, 2005 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 16, 2005, 18:45 local (23:45 UTC) - Place: Sanford, FL - Coordinates: 28.767778, -81.237503 - Nearby events: https://openairdocs.org/map.md?lat=28.7678&lon=-81.2375&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report June 8, 2005 - Report: Approved by Office Director - Parties: Orlando FSDO-15 - NTSB case key (mKey): 60880 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA05LA052 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/60880/pdf - Page: https://openairdocs.org/ntsb/MIA05LA052 ## Probable cause The pilots failure to use carburetor heat in conditions conducive to carburetor icing which resulted in loss of engine power and collision with trees and ground during the resultant forced landing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, approach - vfr pattern - final approach - carburetor heat - not used, pilot in command (cause) - weather condition - carburetor icing conditions (contributing factor) - fuel system,carburetor - ice (cause) - Forced landing, emergency descent/landing - In flight collision with object, emergency descent/landing - object - tree(s) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The pilot stated that when he was approximately 10 miles out from Sanford he completed the landing checklist but, because of air traffic control (ATC) vectoring and changing of airspeed, he left the carburetor heat cold. At 5 miles out from Sanford he decreased airspeed to 80 miles per hour, lowered the flaps, trimmed the airplane and flew the ILS approach to runway 27R, but does not recall using carburetor heat. He had the runway insight at 1/3 miles and with an altitude of 200 feet, he says the engine sputtered several times and then lost power. He switched to the right fuel tank with no response. He advised ATC that the engine was out and he was going to land short of runway 27R. He continued to control the airplane until the airplane hit a treetop that spun the airplane 180 degrees clockwise. The airplane came to rest on its landing gear between a row of trees. The passenger and himself exited the airplane, and immediately found rescue crews on-scene. An employee from the engine manufacturer of the accident airplane, who assisted the FAA during the postaccident investigation observed the fuel system was compromised, but a residual amount of fuel was found in the fuel supply lines to the engine. The fuel gasolator was checked and found clean. The fuel system lines were disconnected and contained clean blue aviation fuel. The inlet screen to the carburetor was clean. The fuel pump produced fuel flow when the engine was rotated. No stains were observed to indicate leaks from the engine. Further examination of the engine revealed no mechanical anomalies that would have prevented the engine from developing power prior to the accident. The responding FAA accident inspector stated the airplane incurred substantial damage when it collided with trees when it landed short of runway 27R. The engine inspection conducted by the engine manufacturer revealed no problems to be associated with the engine. A weather report from the National Whether Service Office showed conditions around the Sanford area at the time of the accident to be conducive to carburetor icing. The pilot stated he did not turn on the carburetor heat during the landing approach. ## Factual narrative On January 16, 2005, about 1845 eastern standard time, an experimental RV-6A, N654PJ, registered to and operated by a private individual, as a Title 14 CFR Part 91 personal flight, lost engine power while on approach to land at the Orlando Sanford International Airport, Sanford, Florida. Visual meteorological conditions prevailed and no flight plan was filed. The private rated pilot and private rated pilot/passenger reported no injuries, and the airplane incurred substantial damage. The flight originated from Lakeland Linder Regional Airport, Lakeland, Florida, earlier that day, about 1815. The pilot stated that when he was approximately 10 miles out from Sanford he completed the landing checklist but, because of air traffic control (ATC) vectoring and changing of airspeed, he left the carburetor heat cold. At 5 miles out from Sanford he decreased airspeed to 80 miles per hour, lowered the flaps, trimmed the airplane and flew the ILS approach to runway 27R, but does not recall using carburetor heat. He had the runway insight at 1/3 miles and with an altitude of 200 feet, he says the engine sputtered several times and then lost power. He switched to the right fuel tank with no response. He advised ATC that the engine was out and he was going to land short of runway 27R. He continued to control the airplane until the airplane hit a treetop that spun the airplane 180 degrees clockwise. The airplane came to rest on its landing gear between a row of trees. The passenger and himself exited the airplane, and immediately found rescue crews on seen. An employee from the engine manufacturer of the accident airplane, who assisted the FAA during the postaccident investigation observed the fuel system was compromised, but a residual amount of fuel was found in the fuel supply lines to the engine. The fuel gasolator was checked and found clean. The fuel system lines were disconnected and contained clean blue aviation fuel. The inlet screen to the carburetor was clean. The fuel pump produced fuel flow when the engine was rotated. No stains were observed to indicate leaks from the engine. Further examination of the engine revealed no mechanical anomalies that would have prevented the engine from developing power prior to the accident. The responding FAA accident inspector stated the airplane incurred substantial damage when it collided with trees when it landed short of runway 27R. The engine inspection conducted by the engine manufacturer revealed no problems to be associated with the engine. A weather report from the National Whether Service Office showed conditions around the Sanford area at the time of the accident to be conducive to carburetor icing. The pilot stated he did not turn on the carburetor heat during the landing approach. ## Aircraft - Registration: [N654PJ](https://openairdocs.org/deregistered/N654PJ-2006-01-20), registration cancelled 2006-01-20, S/N 60308, built 2003 (OpenAirDocs) - Reported make and model: Paul Pajak RV-6A - Registry model: [Pajak Paul VANS RV6-A](https://openairdocs.org/model/pajak-paul-vans-rv6-a) (registry code 056157Y) (OpenAirDocs) - Registry engine: [Lycoming O-360-A1A](https://openairdocs.org/engine/lycoming-o-360-a1a) (registry code 41594, 4 cycle) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 60308 - Airframe hours: 253.1 - Engines: Textron Lycoming O-360-A1A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Paul Pajak - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, December 1, 2004, 33 hours before - Departed: KLAL, Lakeland, FL - Destination: KSFB, Sanford, FL - Airport: SFB, Orlando Sanford International, runway 27R, 9,600 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 50; injuries: none; private; airplane ratings: single-engine land; medical: class 3; last flight review May 24, 2003; seat: front; flight hours: 470 total, 253 in this make and model, 112 in the last 90 days, 22 in the last 30 days - Co-pilot; age 57; injuries: none; commercial; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; last flight review May 21, 2001; seat: front; flight hours: 336 total, 206 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 59 °F, dew point 54 °F - Altimeter: 30.20 inHg - Observed at: SFB ## 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 20050116001809A](https://openairdocs.org/incident/20050116001809A), Jan 16, 2005: Amtr VANSRV6A, Orlando, FL, Substantial damage. (-23) On January 16, 2005, at around 6:30 p.m. local, aircraft N654PJ, an experimental model RV6A, sustained substantial damage when it collided with trees as… 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.