# NTSB WPR13LA109: Piper PA-28-235, N8554W, Bountiful, UT, February 1, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 1, 2013, 13:30 local (20:30 UTC) - Place: Bountiful, UT - Coordinates: 40.869167, -111.92694 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.8692&lon=-111.9269&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report July 18, 2013 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 86123 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR13LA109 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/86123/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=86123 - Page: https://openairdocs.org/ntsb/WPR13LA109 ## Probable cause A total loss of engine power during initial climb for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA-28-235, 8 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7102810), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Terrain: snowy/icy terrain](https://openairdocs.org/ntsb-findings/03021030): Environmental issues › Physical environment · Not specified; cases with it: [Piper PA-28-235, 1 case](https://openairdocs.org/ntsb-findings/03021030/cases.md?model=7102810), [All aircraft, 77 cases](https://openairdocs.org/ntsb-findings/03021030/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Piper PA-28-235, 16 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=7102810), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing-flare/touchdown: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-28-235, 12 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7102810), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-flare/touchdown: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-28-235, 35 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7102810), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that, following an uneventful takeoff, he initiated a right turn to the crosswind leg of the traffic pattern when the engine lost power. He continued to turn the airplane right toward the departure runway while switching to the right fuel tank, but there was no change in engine power. Unable to make it to the runway, he initiated a forced landing into an open, snow-covered field. During the landing roll, the right main landing gear submerged in the snow, the airplane veered to the right, and the left wing struck the ground. A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. A local reporting station recorded the temperature as 43 degrees F and dew point as 28 degrees F. Although the reported weather conditions were conducive to carburetor icing at glide and cruise power, the engine was operating at a high power setting for takeoff, indicating that carburetor ice likely was not the reason for the loss of engine power. ## Factual narrative On February 1, 2013, about 1330 mountain standard time, a Piper PA-28-235, N8554W, sustained substantial damage during a forced landing near Skypark Airport (BTF), Bountiful, Utah. The airplane was registered to private individuals and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot, sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which originated from BTF about 10 minutes prior to the accident. In a written statement, the pilot reported to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) that he departed runway 34, and remained within the airport traffic pattern for a series of tough-and-go landings. The pilot stated that following an uneventful touch-and-go landing, he departed runway 34. As he initiated a right turn to the crosswind leg of the traffic pattern, the engine lost power. The pilot continued to turn right towards the departure runway while switching to the right fuel tank with no change in engine power noted. The pilot further stated that he realized he was unable to make it to the runway, and initiated a forced landing into an open snow covered field. During the landing roll, the right main landing gear submerged within the snow, and the airplane veered to the right and the left wing struck the ground. Examination of the recovered airframe by the NTSB IIC and an FAA inspector revealed that the left wing was mostly separated from the fuselage. Fuel was observed in both the left and right inboard and outboard fuel tanks. Control continuity was established from the carburetor heat, throttle, and mixture controls to their respective linkages on the engine and air box. The airframe fuel pump was actuated, and could be heard functioning. However, due to the attitude the fuselage was positioned, fuel was not transferred to the fuel pump. Examination of the recovered Lycoming O-540-B2B5 engine, serial number L-6650-40, revealed that it remained attached to the fuselage via its mounts. The top spark plugs, carburetor, and propeller were removed from the engine, and the magneto P leads were disconnected from the left and right magnetos. The crankshaft was rotated by hand, and mechanical continuity was established throughout the engine and valve train. Thumb compression was obtained on all six cylinders. Both the left and right magnetos produced a blue colored spark on all ignition leads when the crankshaft was rotated. The carburetor throttle and mixture levers moved from stop to stop by hand. When the throttle control arm was moved, the accelerator pump functioned and expelled liquid. The fuel inlet screen contained a slight amount of debris, however, it was mostly unobstructed. The carburetor was disassembled and examined internally. Both metal floats were intact and undamaged. The carburetor float bowl contained a liquid consistent with fuel. The liquidwas tested with water finding paste with negative results. The top spark plugs exhibited signatures consistent with normal operation with dark gray deposits within the electrode area. Examination of the recovered airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation Weather conditions recorded at the Salt Lake City International Airport, located about 5 miles southwest of the accident site, at 1353, were wind from 350 degrees at 5 knots, visibility 10 statute miles, few clouds at 6,000 feet, temperature 43 degrees Fahrenheit, dew point 28 degrees Fahrenheit, and an altimeter setting of 30.32 inches of mercury. According to the Federal Aviation Administration Special Airworthiness Information Bulletin, entitled Carburetor Icing Prevention, the temperature and dew point were conducive to the formation of icing at glide and cruise power. ## Aircraft - Registration: [N8554W](https://openairdocs.org/deregistered/N8554W-2015-05-11), registration cancelled 2015-05-11, S/N 28-10067, built 1963 (OpenAirDocs) - Reported make and model: PIPER PA-28-235 - Registry model: [Piper PA-28-235](https://openairdocs.org/model/piper-pa-28-235) (registry code 7102810) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-10067 - Airframe hours: 4625 - Engines: LYCOMING O-540 SERIES 250 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Curtis Jolley - Registered owner: Neilsen Martin D - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 7, 2012, 10 hours before - Departed: BTF, Bountiful, UT - Destination: BTF, Bountiful, UT - Airport: BTF, Skypark Airport, runway 34, 4,700 × 70 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 48; injuries: none; private; airplane ratings: single-engine sea; medical: class 3; last flight review March 5, 2011; seat: left; flight hours: 240 total, 117 in this make and model, 198 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 350° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 43 °F, dew point 28 °F - Altimeter: 30.31 inHg - Observed at: SLC, 5 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 20130201002259A](https://openairdocs.org/incident/20130201002259A), Feb 1, 2013: Piper PA-28-235, Bountiful, UT, Substantial damage. Pilot stated after turning cross wind in the traffic pattern the engine quit running. Pilot turned towards airport but was unable to glide to runway, then… ## Other investigations on N8554W (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 UNK64X0285](https://openairdocs.org/ntsb/UNK64X0285), Jan 18, 1964: Piper PA28 (N8554W), Ruidoso, NM, substantial damage ## Docket (4 files) The files NTSB released with the investigation on May 7, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=86123. 3.0 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 303 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389581&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - NTSB Wreckage Examination Summary (item 2, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389582&FileExtension=.PDF&FileName=NTSB%20Wreckage%20Examination%20Summary-Master.PDF - Federal Aviation Administration Special Airworthiness Information Bulletin CE-09-35 (item 3, .PDF, 111 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389583&FileExtension=.PDF&FileName=Federal%20Aviation%20Administration%20Special%20Airworthiness%20Information%20Bulletin%20CE-09-35-Master.PDF - Photo 1: View of the recovered wreckage. (item 4, .PDF, 2.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389584&FileExtension=.PDF&FileName=Photo%201%3A%20View%20of%20the%20recovered%20wreckage.-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.