Piper PA-38-112 N2400K

Summary

On 13 January 2003 at about 22:00 local time, a Piper PA-38-112 registered N2400K was involved in an accident near Mansfield, Missouri, 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

13 January 2003 at 22:00

Classification

Accident

Location

Mansfield, Missouri, United States

Nearest airport

Mansfield Municipal (03B)

Coordinates

37.1278, -92.6208

Aircraft

Piper PA-38-112

Registration

N2400K

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Mountain Grove → Mansfield

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

CHI03LA051

Nobody was injured.

The pilot's failure to use carburetor heat, which resulted in the formation of carburetor ice and the loss of engine power.

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

Read the full NTSB narrative

The airplane contacted a tree during an off airport forced landing. The pilot reported that she flew to 03B to practice a couple of takeoffs and landings. She stated she entered the traffic pattern and pulled the power back when she was 180 degrees from the end of the runway. When she made the base leg turn, she realized that the wind was pushing her away from the runway so she added power, but there was no response from the engine. The pilot stated she tried adding a little more power, but again there was no response. She stated she then pulled the throttle back and advanced it to the full power setting, but there was still no response from the engine. The pilot stated she chose a two-lane dirt lane on wooded farmland on which to land. The left wing contacted a tree during the landing roll and the airplane spun around 180 degrees before coming to rest. Following the accident, the engine was started and it operated normally. The temperature and dewpoint reported 41 nautical miles northwest of the accident site, were 1 degree Celsius and -1 degree Celsius, respectively. These conditions are conducive for serious icing at any power setting. The Lycoming O-235-C Series engine manual, page 3-7, states, "(3) Landing Approach - In making an approach for a landing, carburetor air heat should generally be in the "Full Cold" position. However, if icing conditions are suspected, the "Full Heat" should be applied. In the case that full power need be applied under these conditions, as for an aborted landing, the carburetor heat should be returned to "Full Cold" after power application. See aircraft flight manual for specific instructions." The PA-38-112, Pilot Operating Handbook, pages 4-21and 22, state, "Carburetor heat should not be applied unless there is an indication of carburetor icing, since the use of carburetor heat causes a reduction in power which may be critical in case of a go-around. Full throttle operation with carburetor heat on can cause detonation."

Quoted verbatim from the NTSB record.