MIA99LA057

While in cruise flight at between 1,600 and 1,700 feet, the pilot stated the aircraft encountered a very turbulent updraft which passed promptly. A short time later the aircraft began to perform sluggishly, shake, and feel like it had no pitch control. The engine then quit and attempts to restart it were unsuccessful. The aircraft then began to descend uncontrolled and while approaching a field for a forced landing the aircraft crashed into trees. Post crash examination of the aircraft, flight controls, and engine showed no evidence of precrash mechanical failure or malfunction. Icing probability curves showed the aircraft was operating in conditions conducive to serious carburetor icing at cruise power.

On December 26, 1998, about 0943 eastern standard time, a Piper PA-28-181, N8436C, registered to Crystal Aero Group, Inc., collided with trees and crashed while making a forced landing near Haines City, Florida, while on a Title 14 CFR Part 91 personal flight, from Crystal River, Florida, to Opa Locka, Florida. Instrument meteorological conditions prevailed at the time and no flight plan was filed. The aircraft received substantial damage and the private-rated pilot and one passenger received serious injuries. The flight originated from Crystal River, the same day, about 0900.

The pilot stated that after departure from Crystal River, he established cruise flight at between 1,600 and 1,800 feet. He made contact with the FAA Orlando Approach Control and was cleared through the Class B airspace. He had good visibility in flight and could see the ground. He did notice that there was broken ground fog with some areas more heavy than others. While in cruise flight, the aircraft encountered a sudden, very turbulent updraft that passed rather promptly. A short time later, the aircraft began to perform sluggishly, shake, and it felt like he had no pitch control. The engine cut off and the aircraft began to lose altitude rapidly. He turned on the carburetor heat and attempted to restart the engine. The engine would not restart. He turned toward a field for a forced landing and before reaching the field, the aircraft collided with pine trees at the edge of the field.

The passenger stated they were in cruise flight at between 1,500 and 1,700 feet, and she could see the ground. The aircraft began to shutter and shake and then went out of control. The wing and nose dropped and after about 30 seconds, the aircraft crashed into trees.

Information from the FAA Gainesville, Florida, Automated Flight Service Station (AFSS) showed a person identifying himself as the pilot of N8436C called at 2059 on December 25, 1998, and requested an outlook briefing for a flight planned on December 26, 1998. At 0732, on December 26, 1998, a person identifying himself as the pilot of N8436C called Gainesville AFSS again and requested a weather briefing from Crystal River, Florida, to Miami, Florida. The phone call was disconnected and the pilot called back and was given a briefing that visual flight rules flight was not recommended. At 0827, a person identifying himself as the pilot of N8436C, again called Gainesville AFSS. The pilot was again told visual flight rules flight was not recommended until the afternoon.

Recorded radar data from the FAA Orlando Approach Control showed the flight began displaying transponder code 0340 at 0931:51, shortly after being told to do so by the controller. Altitude reporting shows the aircraft is at 1,700 feet. The aircraft is on a 065-degree heading at a ground speed of 106 knots. The aircraft is 281 degrees at 38.45 nautical miles from Orlando International Airport. The aircraft continued on a easterly heading and then turned to a southeasterly heading. Ground speed increased to between 130 and 140 knots. Altitude remained between 1,500 and 1,700 feet. At 0941:28, the aircraft turned to a 181-degree heading. At 0941:41, the aircraft is on a 211-degree heading, at 140 knot ground speed, at 1,600 feet. At 0941:55, the aircraft is on a 276-degree heading, at 129 knot ground speed, at 1,000 feet. At 0942:05, the aircraft is on a 292-degree heading, at 64 knot ground speed, at 500 feet. At 0942:18, the aircraft is at 1,200 feet, on a 221-degree heading. At 0942:23, the aircraft is at 1,300 feet, on a 142-degree heading. At 0942:28, the aircraft is at 800 feet, on a 121-degree heading. At 0942:32, the aircraft is at 600 feet, on a 106-degree heading, on a bearing 266 degrees at 23.43 nautical miles from Orlando International Airport. No further returns from the aircraft were recorded. (See the communications transcripts and recorded radar data attachments to this report)

Postcrash examination of the aircraft by NTSB after recovery from the crash site showed all components of the aircraft which are necessary for flight were recovered with the main wreckage. Each of the wings had damage consistent with impact with trees. Continuity of the flight control systems was established. All flight control surfaces were still attached to the aircraft. Examination of the engine and propeller showed that each blade of the propeller was bent aft and curled opposite the direction of rotation. The engine tachometer was indicating 750 rpm. The engine rotated and continuity of the crankshaft, camshaft, valve train, and accessory drives was confirmed. Each cylinder produced compression when the engine was rotated. The engine contained 7 quarts of oil. The magnetos were timed to the engine at between 28 and 29 degrees before top dead center. Each magneto produced spark when rotated by hand. The engine fuel system contained uncontaminated 100 low lead fuel. The engine-driven and electric-driven fuel pumps operated normally. The carburetor was disassembled and all passages were unobstructed. The float operated normal and the fuel shutoff needle valve operated normally. The carburetor inlet screen was free of contaminates. The engine air inlet filter was clean and the airbox was unobstructed. The carburetor heat valve operated normally and was found in the hot or carburetor heat on position. (See Lycoming Engine report attached to this report)

Reference to carburetor icing probability curves showed the aircraft was operating in conditions conducive to serious carburetor icing at cruise power. (See the Icing Probability Curves attached to this report)