# NTSB NYC06LA193: Piper PA-25, N6471Z, Egg Harbor Twp, NJ, August 4, 2006 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: August 4, 2006, 12:50 local (16:50 UTC) - Place: Egg Harbor Twp, NJ - Coordinates: 39.33889, -74.621665 - Nearby events: https://openairdocs.org/map.md?lat=39.3389&lon=-74.6217&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report September 27, 2007 - Report: Approved by Office Director - Parties: FAA/FSDO - NTSB case key (mKey): 64274 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC06LA193 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64274/pdf - Page: https://openairdocs.org/ntsb/NYC06LA193 ## Probable cause The pilot's failure to utilize carburetor heat during the descent, which resulted in the formation of carburetor ice and subsequent engine failure. A factor in the accident was the carburetor icing conditions. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, maneuvering - weather condition - carburetor icing conditions (contributing factor) - carburetor heat - not used, pilot in command (cause) - Forced landing, emergency descent/landing - In flight collision with object, emergency descent/landing - object - tree(s) ## Analysis After performing a banner-towing flight, the pilot returned to a field to drop the banner. He reduced power as he initiated a descent to the field, and just prior to releasing the banner, the pilot increased the throttle to arrest the descent, and initiated a climb. As the pilot increased the throttle, he experienced "little or no positive reaction from the engine." He released the banner and the airplane continued to descend. The pilot prepared for a forced landing to the field, during which the airplane impacted a tree and caught fire. Examination of the airplane and engine revealed no mechanical anomalies. Additionally, the carburetor heat was in the "off" position. The closest weather reporting station to the accident site, approximately 6 miles to the north, recorded the temperature and dew point as 34 degrees Celsius (C), and 22 degrees C, respectively. Interpolation of an FAA carburetor icing probability chart, revealed the conditions were conducive to carburetor ice at glide and cruise power settings. According to the FAA Pilot's Handbook of Aeronautical Knowledge, during closed-throttle operations, carburetor heat should be adjusted to the full ON position before closing the throttle and left on during the closed-throttle operation. The Handbook additionally states that after a power loss is noticed, immediate action should be taken to eliminate ice already formed in the carburetor, and to prevent further ice formation. ## Factual narrative On August 4, 2006, at 1250 eastern daylight time, a Piper PA-25, N6471Z, was destroyed during a forced landing in Egg Harbor Township, New Jersey. The certificated commercial pilot was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local banner-towing flight conducted under 14 CFR Part 91. According to the pilot, he took off from Dix Field Airport (ONJ6), Linwood, New Jersey, and circled the airport in preparation for picking up a banner. He picked up the banner, and flew the assigned route without experiencing any abnormalities with the airplane. The pilot then returned to a field to drop the banner, and reduced power as he initiated a descent to the field. Just prior to releasing the banner, the pilot increased the throttle to arrest the descent, and initiated a climb. As the pilot increased the throttle, he experienced "little or no positive reaction from the engine." He released the banner and the airplane continued to descend. The pilot prepared for a forced landing to the field, during which the airplane impacted a tree and caught fire. A Federal Aviation Administration (FAA) inspector examined the airplane and engine after the accident. According to the inspector, the throttle was in the full forward position, the mixture control was in the full rich position, and the carburetor heat was in the "off" position. The throttle cables and carburetor linkages remained attached and operational. The carburetor fuel screen was removed and no contamination was observed. The engine crankshaft was rotated at the propeller, and valvetrain continuity and compression were confirmed to all cylinders. The magnetos sustained fire damage and could not be tested. Examination of the maintenance records for the airplane revealed the most recent annual inspection was performed on May 26, 2006. Additionally, the most recent overhaul was performed on April 22, 2005. The closest weather reporting station to the accident site was Atlantic City, New Jersey, about 6 miles to the north. At the time of the accident, the temperature and dewpoint were recorded as 34 degrees Celsius (C), and 22 degrees C, respectively. Interpolation of an FAA carburetor icing probability chart revealed the conditions were conducive to carburetor ice at glide and cruise power settings. According to the FAA-H-8083-25, Pilot's Handbook of Aeronautical Knowledge, "although carburetor ice can occur during any phase of flight, it is particularly dangerous when using reduced power during a descent. Under certain conditions, carburetor ice could build unnoticed until you try to add power...Therefore, if you suspect carburetor icing conditions and anticipate closed-throttle operation, adjust the carburetor heat to the full ON position before closing the throttle and leave it on during the closed-throttle operation." The Handbook additionally states, "Once a power loss is noticed, immediate action should be taken to eliminate ice already formed in the carburetor, and to prevent further ice formation. This is accomplished by applying full carburetor heat." ## Aircraft - Registration: [N6471Z](https://openairdocs.org/deregistered/N6471Z-2021-04-07), registration cancelled 2021-04-07, S/N 25-673, built 1962 (OpenAirDocs) - Reported make and model: Piper PA-25 - Registry model: [Piper PA-25](https://openairdocs.org/model/piper-pa-25) (registry code 7102502) (OpenAirDocs) - Registry engine: [Lycoming 0-360-A1D](https://openairdocs.org/engine/lycoming-0-360-a1d) (registry code 41504, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 25-673 - Airframe hours: 6892 - Engines: Lycoming O-360 180 hp reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Banner tow, Part 91 - Registered owner: High Exposure Banner Co. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 1, 2006 - Departed: 0NJ6, Linwood, NJ - Destination: 0NJ6, NJ ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 26; injuries: serious; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review August 1, 2005; seat: center; flight hours: 1,230 total, 7 in this make and model, 1,065 as pilot in command, 203 in the last 90 days, 100 in the last 30 days, 9 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 310° at 14 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 93 °F, dew point 72 °F - Altimeter: 29.84 inHg - Observed at: ACY, 6 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 20060804031269A](https://openairdocs.org/incident/20060804031269A), Aug 4, 2006: Piper PA25, Destroyed. (-23) After pilot dropped banner aircraft hit trees and crashed. Unable to determine correction action because no interview of pilot could be completed due to… 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.