# NTSB WPR10LA083: Piper PA-22-160, N9547D, San Jose, CA, December 15, 2009 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: December 14, 2009, 16:15 local (Dec 15, 2009, 00:15 UTC) - Place: San Jose, CA - Coordinates: 37.332778, -121.819725 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.3328&lon=-121.8197&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Fuel contamination](https://openairdocs.org/ntsb-events/193) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report May 28, 2010 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 75167 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR10LA083 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/75167/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=75167 - Page: https://openairdocs.org/ntsb/WPR10LA083 ## Probable cause A total loss of engine power due to water contamination in the fuel system as a result of the pilot's inadequate preflight inspection. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid condition (probable cause); cases with it: [Piper PA-22-160, 5 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=7102214), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Object/animal/substance: water/moisture](https://openairdocs.org/ntsb-findings/03022057): Environmental issues › Physical environment · Effect on equipment; cases with it: [Piper PA-22-160, 1 case](https://openairdocs.org/ntsb-findings/03022057/cases.md?model=7102214), [All aircraft, 10 cases](https://openairdocs.org/ntsb-findings/03022057/cases.md) - [Inspection: preflight inspection](https://openairdocs.org/ntsb-findings/02061510): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-22-160, 2 cases](https://openairdocs.org/ntsb-findings/02061510/cases.md?model=7102214), [All aircraft, 551 cases](https://openairdocs.org/ntsb-findings/02061510/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Fuel contamination](https://openairdocs.org/ntsb-events/193) (defining event); cases with it: [Piper PA-22-160, 1 case](https://openairdocs.org/ntsb-events/193/sequence.md?model=7102214), [All aircraft, 225 cases](https://openairdocs.org/ntsb-events/193/sequence.md) - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Piper PA-22-160, 3 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7102214), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-22-160, 14 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102214), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The airplane climbed to about 600 feet above ground level after takeoff and the engine experienced a loss of power. With unfavorable conditions ahead, the pilot opted to turn 180 degrees back toward the airport. The airplane touched down on wet, muddy grass and began to roll onto the asphalt. The airplane nosed over after encountering the lip of the asphalt. A mechanic took fuel samples from the fuel tanks as part of a postimpact inspection. Samples of fuel from the left wing tank, which was selected at the time of the accident, revealed that there was a significant amount of water present. The mechanic opined that the left tank's lower tank panel had possibly bowed up, causing water to be trapped around the sides of the tank. The pilot reported that he did drain fuel from the tanks prior to departure, but that he should have also shaken the wings to induce the trapped water to move down to the sump drains, then rechecked the fuel for contamination. ## Factual narrative On December 14, 2009, about 1615 Pacific standard time, a Piper PA-22-160, N9547D, experienced a loss of engine power during the initial climb from Reid-Hillview Airport, San Jose, California. The pilot, who was additionally the owner, was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91. The private pilot, the sole occupant, was not injured; the airplane sustained substantial damage. The local personal flight was originating from San Jose. Visual meteorological conditions prevailed, and a flight plan had not been filed. In a written statement, the pilot reported that he intended to depart from runway 13L and then practice a full stop landing on the same runway. Following the departure roll, the airplane climbed to about 600 feet above ground level (agl) and the engine experienced a loss of power. The pilot assessed that the airplane was about 3/4 down the runway with a heavily occupied road and shopping center immediately ahead. He opted to turn 180 degrees toward the run-up area for runway 31R. The airplane touched down on wet, muddy grass, and began to roll onto the asphalt run-up area where the pilot intended to land. Upon hitting the lip of the asphalt, the airplane nosed over. The pilot further stated that he was unsure when the airplane was last refueled. He noted that during the preflight, he observed the fuel quantities to be as follows: the right tank was 1/3 full, the left tank was full, and the header (belly) tank was full; he departed with the left tank selected. He additionally stated that he thought the engine may have quit due to water contamination in the fuel system. In the section titled "RECOMMENDATION" in the NTSB Pilot/Operator Report, form 6120.1, the pilot stated that although he had drained the fuel tanks for water prior to departure, the accident could have been prevented if he had followed this recommendation, "shake wing hard, wait 5-8 minutes, [and] check for water again." On December 17, 2009, an airplane mechanic examined the wreckage under the auspice of several Federal Aviation Administration (FAA) inspectors. The complete report is contained in the public docket for this accident. The mechanic stated that the fuel caps were present and the seals were noted to be deteriorated. The fuel tanks appeared to be intact, with no damage incurred. A sample from each tank disclosed that the right wing and center tank contained blue 100LL Avgas with a few small particles present. The left wing tank sample had a significant amount of water present with what appeared to be red dye. The mechanic opined that the red dye was residual from when plane was fueled with 80-octane that had dried on upper inside of tank. The mechanic stated that he rocked the wings and sampled the tanks again. The right and center tanks were clear and the left tank sample contained more water (red in color). He repeated the rocking-sample procedure three more times, which all produced the same results. He noted thatthe tanks were rigid metal tanks, with no bladders installed. The mechanic removed the gascolator bowl and found no contaminates present. He disassembled the carburetor and found no anomalies. Removal of the spark plugs revealed that they were in like-new condition all gapped to specifications and dark gray in color. He inspected the cylinder combustion chambers and noted normal wear and coloring The mechanic found no anomalies with the airframe and engine with the exception of the water contamination in the left fuel tank. He opined that the left tank's lower tank panel had possibly bowed up causing water to be trapped around the sides of the tank. ## Aircraft - Registration: [N9547D](https://openairdocs.org/aircraft/N9547D), registered now, S/N 22-6464 (OpenAirDocs) - Reported make and model: PIPER PA-22-160 - Registry model: [Piper PA-22-160](https://openairdocs.org/model/piper-pa-22-160) (registry code 7102214) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 22-6464 - Airframe hours: 2170 - Engines: LYCOMING O-320 SERIES 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 3, 2009, 8 hours before - Departed: RHV, San Jose, CA - Destination: RHV, San Jose, CA - Airport: RHV, Reid-Hillview Airport, runway 13R, 3,100 × 75 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review August 16, 2009; seat: left; flight hours: 1,098 total, 55 in this make and model, 1,098 as pilot in command, 7 in the last 90 days, 2 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: 15,000 ft broken - Temperature: 61 °F, dew point 48 °F - Altimeter: 30.03 inHg ## 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 20091214023189A](https://openairdocs.org/incident/20091214023189A), Dec 14, 2009: Piper PA22160, San Jose, CA, Substantial damage. Piper tri-pacer N9547D lost power after takeoff from runway 13R, at Reid Hillview airport. The aircraft had reached an altitude of 600' AGL when the power loss… ## Other investigations on N9547D (1) 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. - [NTSB LAX80DUG55](https://openairdocs.org/ntsb/LAX80DUG55), Aug 14, 1980: Piper PA-22 (N9547D), Adelanto, CA, substantial damage ## Docket (2 files) The files NTSB released with the investigation on April 2, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=75167. 232 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 220 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40327404&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Mechanic's Statement (item 2, .PDF, 11 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40327405&FileExtension=.PDF&FileName=Mechanic%27s%20Statement-Master.PDF 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.