# NTSB WPR17LA088: Piper PA 22-150, N9975D, Kernville, CA, April 21, 2017 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: April 20, 2017, 18:59 local (Apr 21, 2017, 01:59 UTC) - Place: Kernville, CA - Coordinates: 35.709167, -118.421943 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.7092&lon=-118.4219&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Serious injuries - Injuries: 3 serious - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 95035 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR17LA088 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/95035/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=95035 - Page: https://openairdocs.org/ntsb/WPR17LA088 ## Probable cause The pilot’s exceedance of the airplane's critical angle of attack, which resulted in an aerodynamic stall/mush. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: angle of attack](https://openairdocs.org/ntsb-findings/01062042): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Piper PA-22-150, 3 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md?model=7102210), [All aircraft, 990 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-22-150, 13 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=7102210), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-22-150, 5 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=7102210), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Contributed to outcome (probable cause); cases with it: [Piper PA-22-150, 4 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=7102210), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Piper PA-22-150, 11 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=7102210), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Initial climb: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490); cases with it: [Piper PA-22-150, 6 cases](https://openairdocs.org/ntsb-events/490/sequence.md?model=7102210), [All aircraft, 1,309 cases](https://openairdocs.org/ntsb-events/490/sequence.md) ## Analysis The airline transport pilot reported that, shortly after takeoff for a personal, local flight, during which he applied full throttle, as the airplane reached about 100 ft above ground level (agl) or less, and with usable runway behind the airplane, he noted that the engine power was decreasing, and that the airplane was not climbing as expected. Despite the pilot’s checking the controls and confirming they were in their correct positions, the airplane continued to lose altitude. He realized that the engine was not producing sufficient power to climb to or maintain 75 ft agl and added that he maintained a “high deck angle” because he was “trying to maintain lift without stalling.” He then turned toward an open clearing for an emergency landing as the airplane continued to lose altitude. During the turn, the main landing gear wheels clipped a tree right before the clearing, followed by the airplane nosing over and coming to rest inverted. The passengers reported that the airplane departed midfield with a “very high…angle of attack,” which did not fluctuate even during the stall, and that he never lowered the airplane’s nose. One of the passengers stated that the engine sounded normal and ran at full power throughout the flight. The airframe and engine examinations revealed no evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation. The damage to both propeller blades exhibited leading edge gouging, S-bending, torsional twisting and chordwise striation along the length of the blade, which is consistent with the production of engine power. Despite the pilot’s reports about an engine issue, based on the witness statements and engine examination results, the engine likely did not experience any in-flight issues. Rather the pilot’s maintaining a high pitch angle throughout the flight likely resulted in his exceedance of the airplane’s critical angle of attack and a subsequent aerodynamic stall/mush. Because the airplane’s current empty weight was not available for review, gross weight at the time of the accident was not determined. Additionally, due to the modifications that had been made to the airplane, no performance information was available to review that accurately characterized the airplane’s expected performance during the attempted takeoff. ## Factual narrative **This report was modified on 2/23/2022. Please refer to the public docket for this accident to view the original report.** On April 20, 2017, about 1845 Pacific daylight time, a Piper PA-22-150 airplane, N9975D, was substantially damaged when it was involved in an accident near Kern Valley Airport (L05), Kernville, California. The pilot and two passengers were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that, shortly after takeoff, during which he applied full throttle, and when the airplane was about 100 ft above ground level (agl) or less and with the usable runway behind the airplane, he noticed that the engine power was decreasing, and that the airplane was not climbing as expected. He checked the throttle and mixture control, and both were full forward, and he checked the fuel selector, and magnetos, and both were positioned to the “both” setting, but the airplane continued to lose altitude. He realized that the engine was not producing sufficient power to climb to or maintain 75 ft agl and added that he maintained a “high deck angle” because he was” trying to maintain lift without stalling.” He then quickly turned toward an open, sandy spot for an emergency landing as the airplane continued to lose altitude. During the turn, the main landing gear wheels clipped a tree right before the small clearing, followed by the airplane nosing over inverted. The two passengers reported that the airplane departed midfield with a “very high angle of attack,” which did not fluctuate even during the stall, and that the pilot never lowered the airplane’s nose. One of the passengers stated that the engine sounded normal and ran at full power throughout the flight. A GoPro camera was recovered from the wreckage. The recording was taken from inside the airplane and began with the airplane taking off. The impact was captured at an elapsed time of about 5 minutes. The recording indicated that the engine could be heard operating until the time of impact. Views of the tachometer gage showed engine operation in the normal range. Kern Valley Airport is not equipped with a weather reporting facility. The nearest automated weather observation system was located at the Meadows Field Airport (BFL), Bakersfield, CA about 36 nm southwest of Kernville. The 1854 weather reported a temperature of 22o C, dewpoint 7oC, and an altimeter setting of 30.12 in hg. The airport elevation at Bakersfield is 509 feet msl. The density altitude at this location was calculated as 1,347 ft. The National Oceanic and Atmospheric Administration (NOAA) High-Resolution Rapid Refresh (HRRR) atmospheric model sounding near L05 at 1900 PDT on April 20, 2017, indicated that at 2,997 ft mean sea level (msl), which is the lowest reading for the sounding, density altitude was calculated as 3,996 ft msl. Kern Valley airport’s elevation is 2,614 ft. During the engine examination, the engine was found still attachedto the airframe via the engine mount. The carburetor had separated from the mounting flange. The two-bladed, fixed-pitch propeller remained attached to the propeller hub at the crankshaft flange. Both propeller blades exhibited leading edge gouging, S-bending, torsional twisting and chordwise striation along the length of the blades. The crankshaft was rotated by hand utilizing the propeller. Thumb compression was observed in proper firing order on all four cylinders. Mechanical and valve train continuity was established. The left and right magnetos remained securely attached to the engine at their respective mounting pads. The ignition harness was secure at each magneto. Magneto-to-engine timing was within manufacturer’s limits. Both magnetos were removed and rotated manually. Each magneto produced spark at the end of the respective spark plug lead, and the drives of each magneto remained intact and undamaged. The spark plugs were removed and according to the Champion Spark Plugs chart AV-27 “Check-A Plug” the spark plug electrodes exhibited coloration consistent with normal operation. Examination of the engine revealed no evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation. ## Aircraft - Registration: [N9975D](https://openairdocs.org/deregistered/N9975D-2020-07-10), registration cancelled 2020-07-10, S/N 22-6766 (OpenAirDocs) - Reported make and model: PIPER PA 22-150 (160) - Registry model: [Piper PA-22-150](https://openairdocs.org/model/piper-pa-22-150) (registry code 7102210) (OpenAirDocs) - Category: Airplane - Serial number: 22-6766 - Engines: Lycoming O-360-A4A reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Destination: Same as departure - Airport: L05, Kern Valley ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 37; injuries: serious; flight instructor, airline transport; airplane ratings: multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review January 13, 2014; seat: left; restraint: lap only; flight hours: 3,300 total, 20 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 320° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 72 °F, dew point 45 °F - Altimeter: 30.12 inHg - Observed at: KBFL, 35 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 20170420006609A](https://openairdocs.org/incident/20170420006609A), Apr 20, 2017: Piper PA-22-150, Kernville, CA, Substantial damage. On 04/20/2017, at approximately 06:58PM local time, aircraft N9975D took off on runway 17 at Kernville airport (L05) for a local flight. Shortly after takeoff,… ## Other investigations on N9975D (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 DEN83LA121](https://openairdocs.org/ntsb/DEN83LA121), May 27, 1983: Piper PA-22-150 (N9975D), Ennis, MT, substantial damage ## Docket (15 files) The files NTSB released with the investigation on August 19, 2021, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=95035. 10.6 MB in all. - Non-volatile memory devices - specialist's factual report (item 1, PDF, 4 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12523289&FileExtension=pdf&FileName=Recorders_Factual-Rel.pdf - Non-volatile memory devices - specialist's factual report addendum (item 2, PDF, 1 page, 140 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12725564&FileExtension=pdf&FileName=Recorders_Factual%20Addendum-Rel.pdf - Recorder specialist summary of findings (item 3, PDF, 1 page, 115 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12600457&FileExtension=pdf&FileName=Summary%20of%20Findings%20WPR17LA088-Rel.pdf - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 4, PDF, 11 pages, 5.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12026015&FileExtension=pdf&FileName=Tealeye%20Point%20One_Redacted-Rel.pdf - Pilot's statement (item 5, PDF, 1 page, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12022947&FileExtension=pdf&FileName=Anthony%20Longobardo%20Statement%20-%20Piper%20Pacer%20N9975D-Rel.pdf - Pilot's statement - summary of events (item 6, PDF, 5 pages, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12606949&FileExtension=pdf&FileName=EXH-8-LONGOBARDO-ANTHONY_Redacted-Rel%20(1)-Rel.pdf - Engine exam summary of findings (item 7, PDF, 2 pages, 133 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12526405&FileExtension=pdf&FileName=Summary%20of%20Findings%20-%20Engine%20Exam-Rel.pdf - Excerpt engine logbook (item 8, PDF, 3 pages, 542 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12023601&FileExtension=pdf&FileName=Excerpt%20Engine%20Logbook_Redacted-Rel.pdf - Summary of findings (wessels) (item 9, PDF, 4 pages, 155 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12026119&FileExtension=pdf&FileName=JWessels%20Summary%20of%20Findings-Rel.pdf - Summary of findings (longobardo) (item 10, PDF, 5 pages, 194 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12026359&FileExtension=pdf&FileName=ALongobardo%20Summary%20of%20Findings-Rel.pdf - Statement of party representatives to NTSB investigation (item 11, PDF, 14 pages, 136 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12023164&FileExtension=pdf&FileName=NTSB%20party%20form_Lycoming-WPR17LA088_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 12, PDF, 2 pages, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12216428&FileExtension=pdf&FileName=WPR17LA088%20Release%20of%20Wreckage_Redacted-Rel.pdf - Photo (FAA) (item 13, PDF, 1 page, 824 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12026612&FileExtension=pdf&FileName=Photo%20(FAA)-Rel.pdf - Meteorology - hrrr sounding (item 14, PDF, 1 page, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12903705&FileExtension=pdf&FileName=HRRR_21Apr2021_02Z_atKL05-Rel.pdf - Factual report narrative changes (item 15, PDF, 2 pages, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=12989762&FileExtension=pdf&FileName=Factual%20Report%20Changes%20WPR17LA088-Rel.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.