Piper PA-22-108 N984WB

Summary

On 16 September 1996 at about 11:45 local time, a Piper PA-22-108 registered N984WB was involved in an accident near Pensacola, Florida, United States. One person was on board and one had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

16 September 1996 at 11:45

Classification

Accident

Location

Pensacola, Florida, United States

Nearest airport

Ferguson (82J)

Coordinates

30.3907, -87.3692

Aircraft

Piper PA-22-108

Registration

N984WB

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Unknown → Talladega

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

MIA96LA231

1 person had minor injuries.

loss of engine power during the initial climb due to contamination in the carburetor. Trees in the emergency landing area were a related factor.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot stated that he performed a preflight of the airplane, which included checking each fuel tank twice and the fuel strainer three times for contaminants. He stated he only observed a few drops of water during the first sample from the fuel strainer. He also stated that he performed an engine run-up before takeoff with no discrepancies noted. He applied full power to takeoff. The flight climbed to about 150 to 200 feet above ground level. When the flight was about 3/4 down the runway, the engine experienced a total loss of power. The pilot then initiated a descent for a forced landing, and the airplane collided with trees about 1/2 mile south of the runway. Postcrash examination of the engine revealed water and debris contamination in the carburetor. The carburetor was bench tested, which revealed the fuel flow in pounds per hour to be less than the engine manufacturers limits. Review of the engine logbook revealed no entry to indicate that the carburetor had been overhauled since it was manufactured in February 1961. The FAA-PMA produced a service bulletin (non-mandatory) which stated that the carburetor must be overhauled when the engine is overhauled or 10 years, which ever is first.

Quoted verbatim from the NTSB record.