Chinese A/F Aero Ind Dev Ctr PL-1B N830JT

Summary

On 1 February 1998 at about 21:15 local time, a Chinese A/F Aero Ind Dev Ctr PL-1B registered N830JT was involved in an accident near Sugar Grove, Illinois, United States. 2 people were 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

1 February 1998 at 21:15

Classification

Accident

Location

Sugar Grove, Illinois, United States

Coordinates

41.7591, -88.4498

Aircraft

Chinese A/F Aero Ind Dev Ctr PL-1B

Registration

N830JT

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CHI98LA089

Nobody was injured.

inadequate design of the carburetor heat system by the manufacturer, and subsequent carburetor ice, which resulted in loss of engine power and a forced landing. Factors relating to the accident were: carburetor icing (weather) conditions, and obstructions and uneven terrain in the emergency landing area.

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

Read the full NTSB narrative

The pilot said the airplane's '...engine stopped...' during initial climbout from takeoff. He said the fuel boost pump was 'ON' and that he checked the throttle and mixture for proper position. The pilot said he turned to avoid colliding with power lines and a road. He said the engine started and ran for about 3-seconds when the airplane was about 25 ft above the ground. The pilot said he banked the airplane toward runway 09, and the engine stopped a second time. He said he '...leveled the wings and let [the] plane settle in.' On-scene investigation revealed no preaccident mechanical anomaly with the airframe or engine that would have prevented flight. The spark plugs were black and sooty. The pilot said moderate rain was falling, and the temperature and dew point were 36 and 34 deg Fahrenheit, respectively. According to icing probability charts, the airplane was operating in conditions conducive to severe carburetor icing at cruise power. The airplane did not have a conventional carburetor heat system. Heat for the carburetor was obtained from the engine oil cooler that was about 14-inches forward and above the carburetor. Air flowing through the oil cooler was used to prevent carburetor ice by heating the carburetor's exterior.

Quoted verbatim from the NTSB record.