Piper PA-25-235 N4898Y

Summary

On 4 July 2009 at about 21:20 local time, a Piper PA-25-235 registered N4898Y was involved in an accident near Westerly, Rhode Island, 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

4 July 2009 at 21:20

Classification

Accident

Location

Westerly, Rhode Island, United States

Nearest airport

Westerly State (WST)

Coordinates

41.3500, -71.8000

Aircraft

Piper PA-25-235

Registration

N4898Y

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Banner Tow

Phase of flight

Not recorded

Route

Westerly → Westerly

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

ERA09LA380

Nobody was injured.

The pilot's failure to use carburetor heat resulting in a complete loss of engine power due to carburetor icing.

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

Read the full NTSB narrative

The commercially-rated pilot flew the accident airplane for almost 4 hours on a banner-tow flight earlier on the day of the accident. He landed, refueled the airplane, detected some water in the fuel strainer sample, and sampled that until no more water was obtained. He then departed on the accident flight, which was another banner-tow mission. That flight lasted about 3 hours. When the airplane was inbound to, and approximately 2 miles from the home airport, and at an altitude of approximately 1,000 feet, the engine lost all power. The pilot described the power loss as "smooth," with no roughness or stumbling. He initially diverted for a golf course, enriched the mixture, applied carburetor heat, and attempted to re-start the engine. The engine did not re-start, and the pilot jettisoned the banner and steered for another emergency landing site that was closer. The airplane was substantially damaged during the landing and rollout. The airplane was equipped with a main fuel tank and an auxiliary fuel tank. Fuel could only be supplied to the engine from the main tank, and a manually-controlled pump was used to pump fuel from the auxiliary tank to the main tank. Only the main tank was equipped with a fuel gauge, and due to the opacity of its enclosure, the gauge was unreadable. Due to conflicting witness reports, the amount and distribution of the fuel on board at the time of the power loss and accident was not able to be definitively determined. Federal Aviation Administration (FAA) inspectors found an unspecified amount of fuel in the carburetor bowl, and obtained a total of about 1/2 ounce of water from the carburetor bowl and the fuel strainer. They did not observe any mechanical conditions or problems that could have resulted in the engine power loss. The inspectors added fuel to the airplane, and the engine started and ran normally. According to carburetor ice envelope charts, the temperature and dew point values for the approximate time and location of the power loss were such that the airplane was operating in the region denoted as "Serious Icing at Glide Power."

Quoted verbatim from the NTSB record.