CHEYENNE, WY, USA
N5639P
PIPER PA-24
DURING CRUISE FLIGHT, THE PILOT DIVERTED COURSE TO AVOID SNOW SHOWERS. THE PILOT WAS UNABLE TO STAY CLEAR OF THE SHOWERS AT HIS PRESENT ALTITUDE AND OPTED TO DESCEND. DURING THE DESCENT, THE PILOT APPLIED CARB HEAT AFTER HE NOTICED A DROP IN THE EGT. THE ENGINE LOST POWER SHORTLY THEREAFTER. THE PILOT WAS UNABLE TO REGAIN FULL POWER AND A FORCED LANDING WAS MADE WITH THE LANDING GEAR RETRACTED. THE CARBURETOR ICING PROBABILITY CHART INDICATES ICING AT GLIDE AND CRUISE POWER.
On February 10, 1994, at 1605 mountain standard time, a Piper PA- 24, N5639P, experienced a loss of engine power while descending. The pilot initiated a forced landing to an open area and landed the airplane gear up, 24 miles southwest of Cheyenne, Wyoming. Visual meteorological conditions prevailed at the time and a visual flight rules flight plan was filed. The airplane was substantially damaged and the certificated airline transport pilot and his passenger were not injured. The flight had departed from Cody, Wyoming, on February 10, 1994, at 1355 and was en route to Colorado Springs, Colorado, on the personal flight. In a written statement, the pilot reported that while in cruise flight to Colorado Springs, the airplane was approximately 25 miles south of Laramie, Wyoming, when the flight encountered a line of snow showers. The pilot diverted to the east in an attempt to get around the showers, however, the flight was unable. The pilot opted to descend in altitude and noticed that the exhaust gas temperature had dropped. The pilot applied carburetor heat and the engine lost power. The pilot returned the carburetor heat control to the mid range position and the engine recovered momentarily. The pilot made adjustments to the mixture and carburetor heat, however, the engine would only surge until it finally lost power. The pilot then selected a location for a forced landing with the landing gear retracted. The accident site was located approximately 24 miles southwest of Cheyenne, Wyoming. The Cheyenne weather facility reported at 1551, that the temperature was 33 degrees and the dew point was 21 degrees. The Carburetor Icing Probability Chart indicates at these temperatures, carbureting icing was possible at glide and cruise power.
THE PILOT'S IMPROPER USE OF THE CARBURETOR HEAT. A FACTOR TO THE ACCIDENT WAS CARBURETOR ICING CONDITIONS.
Source: NTSB Aviation Accident Database
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