Piper PA-18 N225NY

Summary

On 26 April 1998 at about 16:15 local time, a Piper PA-18 registered N225NY, operated by Advertising Air Force, was involved in an accident near St. Petersburg, Florida, United States. One person was on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

26 April 1998 at 16:15

Classification

Accident

Location

St. Petersburg, Florida, United States

Nearest airport

Albert Whitted (SPG)

Coordinates

27.7701, -82.6300

Aircraft

Piper PA-18

Registration

N225NY

Category

Airplane

Engines

1

Operator

Advertising Air Force

Operating rule

Part 91: General Aviation

Purpose of flight

Unknown

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

MIA98LA144

Nobody was injured.

The intentional operation of the airplane by the pilot and the company/operator with the known deficiencies in equipment (worn carburetor). Also, the poor preflight planning by the pilot for his failure to recognize that the carburetor heat control was inadvertently activated on takeoff and his inadvertent stall of the airplane while turning to reverse direction. Contributing to the accident was the separation of the carburetor heat control cable.

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

Read the full NTSB narrative

Before takeoff, the pilot performed an engine run-up and noted after removing carburetor heat, that the handle was 'loose.' During the initial climb, the engine experienced a partial loss of power and black smoke was noted coming from the exhaust. While maneuvering to return, the airplane stalled and crashed into water. Examination of the engine revealed no mechanical failure or malfunction. The carburetor heat control cable was found to be separated from the carburetor heat control arm assembly. Disassembly of the carburetor revealed evidence of previous fuel leakage from the carburetor bowl vent which would introduce extra fuel into the air induction system. Also, the adjustment tab of the metal float and the head of the float needle valve were determined to be worn. The carburetor was installed on the engine on June 3, 1996, and had accumulated 1,246 hours since installation at the time of the accident. The accepted procedure after removing carburetor heat is to note that the engine rpm's increase either to the setting before the heat was applied, or to a greater rpm is carburetor ice was present. The worn condition of the carburetor was known for the past 7 years, according to the pilot.

Quoted verbatim from the NTSB record.